Vehicle and method of controlling vehicle

ABSTRACT

An ADS performs processing including setting an immobilization command to “Applied” when an autonomous state has been set to an autonomous mode, when an acceleration command has a value indicating deceleration, when an actual moving direction indicates a standstill state, and when a wheel lock request is issued, setting the acceleration command to V1, and setting the acceleration command to zero when an immobilization status has been set to “11”.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.17/154,010, filed on Jan. 21, 2021, which is based on Japanese PatentApplication No. 2020-015716 filed with the Japan Patent Office on Jan.31, 2020, the entire contents of which are hereby incorporated byreference.

BACKGROUND Field

The present disclosure relates to control of a vehicle that is carryingout autonomous driving.

Description of the Background Art

An autonomous driving system that has a vehicle travel without requiringan operation by a user has recently been developed. For example, forbeing mounted on an existing vehicle, the autonomous driving system maybe provided separately from the vehicle with an interface beinginterposed.

For such an autonomous driving system, for example, Japanese PatentLaying-Open No. 2018-132015 discloses a technique allowing addition ofan autonomous driving function without greatly modifying an existingvehicle platform, by providing an electronic control unit (ECU) thatmanages motive power of a vehicle and an ECU for autonomous drivingindependently of each other.

SUMMARY

An operation by a user is not performed during autonomous driving of avehicle. Therefore, when a vehicle is parked, wheels should be fixed atappropriate timing by using a parking brake or a parking lock.

An object of the present disclosure is to provide a vehicle on which anautonomous driving system is mountable, the vehicle fixing wheels atappropriate timing during autonomous driving.

A vehicle according to one aspect of the present disclosure is a vehicleon which an autonomous driving system is mountable. The vehicle includesa vehicle platform that carries out vehicle control in accordance with acommand from the autonomous driving system and a vehicle controlinterface that interfaces between the autonomous driving system and thevehicle platform. A first command that requests for an accelerationvalue or a deceleration value and a second command that requests forimmobilization of the vehicle are transmitted from the autonomousdriving system to the vehicle platform through the vehicle controlinterface. A signal indicating a standstill state of the vehicle istransmitted from the vehicle platform to the autonomous driving systemthrough the vehicle control interface. When a request for decelerationis made to the vehicle platform in the first command, the vehicleplatform transmits the signal to the autonomous driving system at thetime when the vehicle comes to a standstill. The vehicle platformimmobilizes the vehicle in response to the second command received aftertransmission of the signal.

Thus, after transmission of the signal indicating the standstill state,the vehicle is immobilized in response to the second command thatrequests for immobilization of the vehicle. Therefore, when the vehiclecomes to a standstill, the wheels can be fixed at appropriate timing.

In one embodiment, a request for a constant deceleration value is madein the first command until a request for immobilization of the vehicleis made in the second command.

Since the request for the constant deceleration value is thus made untilthe request for immobilization of the vehicle is made, movement of thevehicle can be restricted.

Furthermore, in one embodiment, a value that represents the firstcommand is set to −0.4 m/s².

Since a request for the constant deceleration value set to −0.4 m/s² isthus made until the request for immobilization of the vehicle is made,movement of the vehicle can be restricted.

Furthermore, in one embodiment, in releasing immobilization of thevehicle, a request for release of immobilization of the vehicle is madein the second command and a request for deceleration is made in thefirst command while the vehicle is in a standstill.

In releasing immobilization of the vehicle, the request for decelerationis thus made in the first command. Therefore, movement of the vehiclecan be restricted.

Furthermore, in one embodiment, when a request for immobilization of thevehicle is made in the second command while the vehicle is traveling,the request is rejected.

Since the request is thus rejected when a request for immobilization ofthe vehicle is made in the second command while the vehicle istraveling, immobilization of the vehicle while the vehicle is travelingcan be suppressed.

Furthermore, in one embodiment, when one of a request for immobilizationof the vehicle and a request for release of immobilization of thevehicle is made, in parallel to that request, a request for a constantdeceleration value is made in the first command.

Since the request for the constant deceleration value is thus made inparallel to one of the request for immobilization of the vehicle and therequest for release of immobilization of the vehicle, movement of thevehicle can be restricted when the vehicle is immobilized orimmobilization is released.

Furthermore, in one embodiment, a value that represents the firstcommand is set to −0.4 m/s².

Since a request for the constant deceleration value set to −0.4 m/s² isthus made in parallel to one of the request for immobilization of thevehicle and the request for release of immobilization of the vehicle,movement of the vehicle can be restricted when the vehicle isimmobilized or immobilization is released.

A vehicle according to another aspect of the present disclosure includesan autonomous driving system and a vehicle platform that carries outvehicle control in accordance with a command from the autonomous drivingsystem. A first command that requests for acceleration or decelerationand a second command that requests for immobilization of the vehicle aretransmitted from the autonomous driving system to the vehicle platform.A signal indicating a standstill state of the vehicle is transmittedfrom the vehicle platform to the autonomous driving system. When theautonomous driving system requests the vehicle platform to decelerate inthe first command for stopping the vehicle, it requests the vehicleplatform to immobilize the vehicle in the second command after thesignal indicates a standstill state.

The foregoing and other objects, features, aspects and advantages of thepresent disclosure will become more apparent from the following detaileddescription of the present disclosure when taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing overview of a MaaS system in which a vehicleaccording to an embodiment of the present disclosure is used.

FIG. 2 is a diagram for illustrating in detail a configuration of eachof an ADS, a vehicle control interface, and a VP.

FIG. 3 is a flowchart showing exemplary processing performed in the ADS.

FIG. 4 is a flowchart showing exemplary processing performed in thevehicle control interface.

FIG. 5 is a flowchart showing exemplary processing performed in the ADSwhen a request for immobilization of the vehicle is made.

FIG. 6 is a flowchart showing exemplary processing performed in avehicle control interface 110 when a request for immobilization of avehicle 10 is made.

FIG. 7 is a timing chart for illustrating operations by the ADS, thevehicle control interface, and the VP.

FIG. 8 is a diagram of an overall configuration of MaaS.

FIG. 9 is a diagram of a system configuration of a MaaS vehicle.

FIG. 10 is a diagram showing a typical flow in an autonomous drivingsystem.

FIG. 11 is a diagram showing an exemplary timing chart of an APIrelating to stop and start of the MaaS vehicle.

FIG. 12 is a diagram showing an exemplary timing chart of the APIrelating to shift change of the MaaS vehicle.

FIG. 13 is a diagram showing an exemplary timing chart of the APIrelating to wheel lock of the MaaS vehicle.

FIG. 14 is a diagram showing a limit value of variation in tire turningangle.

FIG. 15 is a diagram illustrating intervention by an accelerator pedal.

FIG. 16 is a diagram illustrating intervention by a brake pedal.

FIG. 17 is a diagram of an overall configuration of MaaS.

FIG. 18 is a diagram of a system configuration of a vehicle.

FIG. 19 is a diagram showing a configuration of supply of power of thevehicle.

FIG. 20 is a diagram illustrating strategies until the vehicle is safelybrought to a standstill at the time of occurrence of a failure.

FIG. 21 is a diagram showing arrangement of representative functions ofthe vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

An embodiment of the present disclosure will be described below indetail with reference to the drawings. The same or correspondingelements in the drawings have the same reference characters allotted anddescription thereof will not be repeated.

FIG. 1 is a diagram showing overview of a mobility as a service (MaaS)system in which a vehicle according to an embodiment of the presentdisclosure is used.

Referring to FIG. 1 , this MaaS system includes a vehicle 10, a dataserver 500, a mobility service platform (which is denoted as “MSPF”below) 600, and autonomous driving related mobility services 700.

Vehicle 10 includes a vehicle main body 100 and an autonomous drivingkit (which is denoted as “ADK” below) 200. Vehicle main body 100includes a vehicle control interface 110, a vehicle platform (which isdenoted as “VP” below) 120, and a data communication module (DCM) 190.

Vehicle 10 can carry out autonomous driving in accordance with commandsfrom ADK 200 attached to vehicle main body 100. Though FIG. 1 showsvehicle main body 100 and ADK 200 at positions distant from each other,ADK 200 is actually attached to a rooftop or the like of vehicle mainbody 100. ADK 200 can also be removed from vehicle main body 100. WhileADK 200 is not attached, vehicle main body 100 can travel by driving bya user. In this case, VP 120 carries out travel control (travel controlin accordance with an operation by a user) in a manual mode.

Vehicle control interface 110 can communicate with ADK 200 over acontroller area network (CAN). Vehicle control interface 110 receivesvarious commands from ADK 200 or outputs a state of vehicle main body100 to ADK 200 by executing a prescribed application program interface(API) defined for each communicated signal.

When vehicle control interface 110 receives a command from ADK 200, itoutputs a control command corresponding to the received command to VP120. Vehicle control interface 110 obtains various types of informationon vehicle main body 100 from VP 120 and outputs the state of vehiclemain body 100 to ADK 200. A configuration of vehicle control interface110 will be described in detail later.

VP 120 includes various systems and various sensors for controllingvehicle main body 100. VP 120 carries out various types of vehiclecontrol in accordance with a command given from ADK 200 through vehiclecontrol interface 110. Namely, as VP 120 carries out various types ofvehicle control in accordance with a command from ADK 200, autonomousdriving of vehicle 10 is carried out. A configuration of VP 120 willalso be described in detail later.

ADK 200 includes an autonomous driving system (which is denoted as “ADS”below) 202 for autonomous driving of vehicle 10. ADS 202 creates, forexample, a driving plan of vehicle 10 and outputs various commands fortraveling vehicle 10 in accordance with the created driving plan tovehicle control interface 110 in accordance with the API defined foreach command. ADS 202 receives various signals indicating states ofvehicle main body 100 from vehicle control interface 110 in accordancewith the API defined for each signal and has the received vehicle statereflected on creation of the driving plan. A configuration of ADS 202will also be described later.

DCM 190 includes a communication interface (I/F) for vehicle main body100 to wirelessly communicate with data server 500. DCM 190 outputsvarious types of vehicle information such as a speed, a position, or anautonomous driving state to data server 500. DCM 190 receives fromautonomous driving related mobility services 700 through MSPF 600 anddata server 500, various types of data for management of travel of anautonomous driving vehicle including vehicle 10 by mobility services700.

MSPF 600 is an integrated platform to which various mobility servicesare connected. In addition to autonomous driving related mobilityservices 700, not-shown various mobility services (for example, variousmobility services provided by a ride-share company, a car-sharingcompany, an insurance company, a rent-a-car company, and a taxi company)are connected to MSPF 600. Various mobility services including mobilityservices 700 can use various functions provided by MSPF 600 by usingAPIs published on MSPF 600, depending on service contents.

Autonomous driving related mobility services 700 provide mobilityservices using an autonomous driving vehicle including vehicle 10.Mobility services 700 can obtain, for example, operation control data ofvehicle 10 that communicates with data server 500 or information storedin data server 500 from MSPF 600, by using the APIs published on MSPF600. Mobility services 700 transmit, for example, data for managing anautonomous driving vehicle including vehicle 10 to MSPF 600, by usingthe API.

MSPF 600 publishes APIs for using various types of data on vehiclestates and vehicle control necessary for development of the ADS, and anADS provider can use as the APIs, the data on the vehicle states andvehicle control necessary for development of the ADS stored in dataserver 500.

FIG. 2 is a diagram for illustrating in detail a configuration of eachof ADS 202, vehicle control interface 110, and VP 120. As shown in FIG.2 , ADS 202 includes a compute assembly 210, a human machine interface(HMI) 230, sensors for perception 260, sensors for pose 270, and asensor cleaning 290.

During autonomous driving of the vehicle, compute assembly 210 obtainsan environment around the vehicle and a pose, a behavior, and a positionof the vehicle from various sensors which will be described later aswell as a state of the vehicle from VP 120 which will be described laterthrough vehicle control interface 110 and sets a next operation(acceleration, deceleration, or turning) of the vehicle. Computeassembly 210 outputs various instructions for realizing a set nextoperation of vehicle 10 to vehicle control interface 110.

HMI 230 presents information to a user and accepts an operation duringautonomous driving, during driving requiring an operation by a user, orat the time of transition between autonomous driving and drivingrequiring an operation by the user. HMI 230 is implemented, for example,by a touch panel display, a display apparatus, and an operationapparatus.

Sensors for perception 260 include sensors that perceive an environmentaround the vehicle, and are implemented, for example, by at least any oflaser imaging detection and ranging (LIDAR), a millimeter-wave radar,and a camera.

The LIDAR refers to a distance measurement apparatus that measures adistance based on a time period from emission of pulsed laser beams(infrared rays) until return of the laser beams reflected by an object.The millimeter-wave radar is a distance measurement apparatus thatmeasures a distance or a direction to an object by emitting radio wavesshort in wavelength to the object and detecting radio waves that returnfrom the object. The camera is arranged, for example, on a rear side ofa room mirror in a compartment and used for shooting an image of thefront of the vehicle. Information obtained by sensors for perception 260is output to compute assembly 210. As a result of image processing byartificial intelligence (AI) or an image processing processor ontoimages or video images shot by the camera, another vehicle, an obstacle,or a human in front of the vehicle can be recognized.

Sensors for pose 270 include sensors that detect a pose, a behavior, ora position of the vehicle, and are implemented, for example, by aninertial measurement unit (IMU) or a global positioning system (GPS).

The IMU detects, for example, an acceleration in a front-rear direction,a lateral direction, and a vertical direction of the vehicle and anangular speed in a roll direction, a pitch direction, and a yawdirection of the vehicle. The GPS detects a position of vehicle 10 basedon information received from a plurality of GPS satellites that orbitthe Earth. Information obtained by sensors for pose 270 is output tocompute assembly 210.

Sensor cleaning 290 removes soiling attached to various sensors duringtravel of the vehicle. Sensor cleaning 290 removes soiling on a lens ofthe camera or a portion from which laser beams or radio waves areemitted, for example, with a cleaning solution or a wiper.

Vehicle control interface 110 includes a vehicle control interface box(VCIB) 111 and a VCIB 112. VCIBs 111 and 112 each contain a centralprocessing unit (CPU) and a memory (including, for example, a read onlymemory (ROM) and a random access memory (RAM)) neither of which isshown. Though VCIB 111 is equivalent in function to VCIB 112, it ispartially different in a plurality of systems connected thereto thatmake up VP 120.

VCIBs 111 and 112 are each communicatively connected to compute assembly210 of ADS 202. VCIB 111 and VCIB 112 are communicatively connected toeach other.

Each of VCIBs 111 and 112 relays various instructions from ADS 202 andprovides them as control commands to VP 120. More specifically, each ofVCIBs 111 and 112 uses various command instructions provided from ADS202 to generate control commands to be used for control of each systemof VP 120 by using information such as a program (for example, an API)stored in a memory and provides the control commands to a destinationsystem. Each of VCIBs 111 and 112 relays vehicle information output fromVP 120 and provides the vehicle information as a vehicle state to ADS202. The information indicating the vehicle state may be identical tothe vehicle information, or information to be used for processingperformed in ADS 202 may be extracted from the vehicle information.

As VCIB 111 and VCIB 112 equivalent in function relating to an operationof at least one of (for example, braking or steering) systems areprovided, control systems between ADS 202 and VP 120 are redundant.Thus, when some kind of failure occurs in a part of the system, thefunction (turning or stopping) of VP 120 can be maintained by switchingbetween the control systems as appropriate or disconnecting a controlsystem where failure has occurred.

VP 120 includes brake systems 121A and 121B, steering systems 122A and122B, an electric parking brake (EPB) system 123A, a P-Lock system 123B,a propulsion system 124, a pre-crash safety (PCS) system 125, and a bodysystem 126.

VCIB 111 is communicatively connected to brake system 121B, steeringsystem 122A, EPB system 123A, P-Lock system 123B, propulsion system 124,and body system 126 of the plurality of systems of VP 120, through acommunication bus.

VCIB 112 is communicatively connected to brake system 121A, steeringsystem 122B, and P-Lock 123B of the plurality of systems of VP 120,through a communication bus.

Brake systems 121A and 121B can control a plurality of brakingapparatuses provided in wheels of the vehicle. Brake system 121A may beequivalent in function to brake system 121B, or any one of them may beable to independently control braking force of each wheel during travelof the vehicle and the other thereof may be able to control brakingforce such that equal braking force is generated in the wheels duringtravel of the vehicle. The braking apparatus includes, for example, adisc brake system that is operated with a hydraulic pressure regulatedby an actuator.

A wheel speed sensor 127 is connected to brake system 121B. Wheel speedsensor 127 is provided, for example, in each wheel of the vehicle anddetects a rotation speed of each wheel. Wheel speed sensor 127 outputsthe detected rotation speed of each wheel to brake system 121B. Brakesystem 121B outputs the rotation speed of each wheel to VCIB 111 as oneof pieces of information included in vehicle information.

Each of brake systems 121A and 121B generates a braking instruction to abraking apparatus in accordance with a prescribed control commandprovided from ADS 202 through vehicle control interface 110. Forexample, brake systems 121A and 121B control the braking apparatus basedon a braking instruction generated in any one of the brake systems, andwhen a failure occurs in any one of the brake systems, the brakingapparatus is controlled based on a braking instruction generated in theother brake system.

Steering systems 122A and 122B can control a steering angle of asteering wheel of vehicle 10 with a steering apparatus. Steering system122A is similar in function to steering system 122B. The steeringapparatus includes, for example, rack-and-pinion electric power steering(EPS) that allows adjustment of a steering angle by an actuator.

A pinion angle sensor 128A is connected to steering system 122A. Apinion angle sensor 128B provided separately from pinion angle sensor128A is connected to steering system 122B. Each of pinion angle sensors128A and 128B detects an angle of rotation (a pinion angle) of a piniongear coupled to a rotation shaft of the actuator that implements thesteering apparatus. Pinion angle sensors 128A and 128B output detectedpinion angles to steering systems 122A and 122B, respectively.

Each of steering systems 122A and 122B generates a steering instructionto the steering apparatus in accordance with a prescribed controlcommand provided from ADS 202 through vehicle control interface 110. Forexample, steering systems 122A and 122B control the steering apparatusbased on the steering instruction generated in any one of the steeringsystems, and when a failure occurs in any one of the steering systems,the steering apparatus is controlled based on a steering instructiongenerated in the other steering system.

EPB system 123A can control the EPB provided in at least any of aplurality of wheels provided in vehicle 10. The EPB is providedseparately from the braking apparatus, and fixes a wheel by an operationof an actuator. The EPB, for example, activates a drum brake for aparking brake provided in at least one of the plurality of wheelsprovided in vehicle 10 to fix the wheel with an actuator, or activates abraking apparatus to fix a wheel with an actuator capable of regulatinga hydraulic pressure to be supplied to the braking apparatus separatelyfrom brake systems 121A and 121B.

EPB system 123A controls the EPB in accordance with a prescribed controlcommand provided from ADS 202 through vehicle control interface 110.

P-Lock system 123B can control a P-Lock apparatus provided in atransmission of vehicle 10. The P-Lock apparatus fits a protrusionprovided at a tip end of a parking lock pawl, a position of which isadjusted by an actuator, into a tooth of a gear (locking gear) providedas being coupled to a rotational element in the transmission. Rotationof an output shaft of the transmission is thus fixed and the wheels arefixed.

P-Lock system 123B controls the P-Lock apparatus in accordance with aprescribed control command provided from ADS 202 through vehicle controlinterface 110. P-Lock system 123B activates the P-Lock apparatus, forexample, when a control command provided from ADS 202 through vehiclecontrol interface 110 includes a control command to set a shift range toa parking range (which is denoted as a P range below), and deactivatesthe P-Lock apparatus when the control command includes a control commandto set the shift range to a range other than the P range.

Propulsion system 124 can switch a shift range with the use of a shiftapparatus and can control driving force of vehicle 10 in a direction ofmovement of vehicle 10 that is generated from a drive source. The shiftapparatus can select any of a plurality of shift ranges. The pluralityof shift ranges include, for example, the P range, a neutral range(which is denoted as an N range below), a forward travel range (which isdenoted as a D range below), and a rearward travel range (which isdenoted as an R range below). The drive source includes, for example, amotor generator and an engine.

Propulsion system 124 controls the shift apparatus and the drive sourcein accordance with a prescribed control command provided from ADS 202through vehicle control interface 110. Propulsion system 124 controlsthe shift apparatus to set the shift range to the P range, for example,when a control command provided from ADS 202 through vehicle controlinterface 110 includes the control command for setting the shift rangeto the P range.

PCS system 125 controls the vehicle to avoid collision or to mitigatedamage by using a camera/radar 129. PCS system 125 is communicativelyconnected to brake system 121B. PCS system 125 detects an obstacle (anobstacle or a human) in front by using, for example, camera/radar 129,and when it determines that there is possibility of collision based on adistance to the obstacle, it outputs a braking instruction to brakesystem 121B so as to increase braking force.

Body system 126 can control, for example, components such as a directionindicator, a horn, or a wiper, depending on a state or an environment oftravel of vehicle 10. Body system 126 controls the above-describedcomponents in accordance with a prescribed control command provided fromADS 202 through vehicle control interface 110.

An operation apparatus that can manually be operated by a user for thebraking apparatus, the steering apparatus, the EPB, the P-Lockapparatus, the shift apparatus, and the drive source described above mayseparately be provided.

Various commands provided from ADS 202 to vehicle control interface 110include a propulsion direction command that requests for switching ofthe shift range, an immobilization command that requests for activationor deactivation of the EPB or the P-Lock apparatus, an accelerationcommand that requests for acceleration or deceleration of vehicle 10, atire turning angle command that requests for a tire turning angle of thesteering wheel, and an automating command that requests for switching ofan autonomous state between an autonomous mode and a manual mode.

For example, when the autonomous mode is selected as the autonomousstate by an operation by a user onto HMI 230 in vehicle 10 configured asabove, autonomous driving is carried out. As described above, ADS 202initially creates a driving plan during autonomous driving. The drivingplan includes a plurality of plans relating to operations by vehicle 10such as a plan to continue straight travel, a plan to turn left or rightat a prescribed intersection on the way on a predetermined travel path,or a plan to change a driving lane to a lane different from the lane onwhich the vehicle is currently traveling.

ADS 202 extracts a physical control quantity (an acceleration or adeceleration or a tire turning angle) necessary for vehicle 10 tooperate in accordance with the created driving plan. ADS 202 splits theextracted physical quantity for each API execution cycle. ADS 202executes the API based on the split physical quantity and providesvarious commands to vehicle control interface 110. ADS 202 obtains avehicle state (for example, an actual moving direction of vehicle 10 ora state of fixation of the vehicle) from VP 120 and creates again adriving plan on which the obtained vehicle state is reflected. ADS 202thus allows autonomous driving of vehicle 10.

An operation by a user is not performed during autonomous driving ofvehicle 10. Therefore, when vehicle 10 is parked, wheels should be fixedat appropriate timing by using the EPB or the P-Lock apparatus.

In the present embodiment, operations as below are assumed to beperformed between ADS 202 and VP 120 with vehicle control interface 110being interposed. Specifically, an acceleration command (correspondingto the first command) that requests for acceleration or deceleration andan immobilization command (corresponding to the second command) thatrequests for immobilization (fixing of wheels) of the vehicle aretransmitted from ADS 202 to VP 120 as described above. An actual movingdirection (corresponding to the signal) of vehicle 10 is transmittedfrom VP 120 to ADS 202. When ADS 202 requests VP 120 to decelerate inthe acceleration command for stopping vehicle 10, it requests VP 120 toimmobilize vehicle 10 in the immobilization command after the actualmoving direction exhibits a standstill state of vehicle 10. In anexample where the acceleration command requests for deceleration, whenvehicle 10 comes to a standstill, VP 120 transmits to ADS 202, a signalindicating that the actual moving direction exhibits the standstillstate. VP 120 immobilizes vehicle 10 in response to the immobilizationcommand received after transmission of the signal.

Vehicle 10 is thus immobilized in response to the immobilization commandafter the actual moving direction of vehicle 10 exhibits the standstillstate. Therefore, when vehicle 10 comes to a standstill, the wheels canbe fixed at appropriate timing.

Processing performed by ADS 202 (more specifically, compute assembly210) in the present embodiment will be described below with reference toFIG. 3 . FIG. 3 is a flowchart showing exemplary processing performed inADS 202. ADS 202 repeatedly performs, for example, processing as belowevery API execution cycle.

In a step (the step being denoted as S below) 11, ADS 202 determineswhether or not the autonomous state has been set to the autonomous mode.ADS 202 determines whether or not the autonomous state has been set tothe autonomous mode, for example, based on a state of a flag thatindicates the autonomous mode. The flag indicating the autonomous modeis turned on, for example, when an operation by a user onto HMI 230 forcarrying out autonomous driving is accepted, and the flag is turned offwhen the autonomous mode is canceled by the operation performed by theuser or in accordance with a driving condition and switching to themanual mode is made. When ADS 202 determines the autonomous state ashaving been set to the autonomous mode (YES in S11), the process makestransition to S12.

In S12, ADS 202 determines whether or not the acceleration command has avalue representing deceleration. The acceleration command has anacceleration value or a deceleration value. For example, theacceleration command having a positive value indicates that VP 120 isrequested by ADS 202 to accelerate vehicle 10. The acceleration commandhaving a negative value indicates that VP 120 is requested by ADS 202 todecelerate vehicle 10. ADS 202 determines the acceleration command ashaving a value representing deceleration when the acceleration commandhas the negative value. When the ADS determines the acceleration commandas having a value representing deceleration (YES in S12), the processmakes transition to S13.

In S13, ADS 202 determines whether or not the actual moving direction ofvehicle 10 exhibits the standstill state. ADS 202 obtains from VP 120,information on the actual moving direction of vehicle 10 as the vehiclestate. For example, when a longitudinal velocity of vehicle 10 is zerobased on a wheel speed obtained by wheel speed sensor 127 of VP 120,information that the actual moving direction exhibits the standstillstate is provided as the vehicle state from VP 120 to ADS 202 throughvehicle control interface 110. The longitudinal direction of vehicle 10in the present embodiment corresponds, for example, to a direction oftravel of vehicle 10. When the actual moving direction of vehicle 10 isdetermined as exhibiting the standstill state (YES in S13), the processmakes transition to S14.

In S14, ADS 202 determines whether or not a wheel lock request isissued. For example, when the created driving plan includes a plan toimmobilize vehicle 10, ADS 202 determines that the wheel lock request isissued. When the wheel lock request is determined as being issued (YESin S14), the process makes transition to S15.

In S15, ADS 202 sets the immobilization command to “Applied”. VP 120 isrequested to immobilize vehicle 10. Therefore, when the immobilizationcommand is set to “Applied”, the EPB and the P-Lock apparatus arecontrolled to be activated in VP 120 as will be described later.

In S16, ADS 202 sets V1 as the acceleration command. V1 represents aconstant deceleration value. V1 is set, for example, to −0.4 m/s².

In S17, ADS 202 determines whether or not an immobilization status hasbeen set to “11”. The immobilization status is provided as one ofvehicle states from VP 120 through vehicle control interface 110.

The immobilization status is set by combining a value representing astate of the EPB and a value representing a state of the P-Lockapparatus. When the value representing the state of the EPB is set to“1”, it indicates that the EPB is in an activated state. When the valuerepresenting the state of the EPB is set to “0”, it indicates that theEPB is in a deactivated state. Similarly, when the value representingthe state of the P-Lock apparatus is set to “1”, it indicates that theP-Lock apparatus is in the activated state. When the value representingthe state of the P-Lock apparatus is set to “0”, it indicates that theP-Lock apparatus is in the deactivated state. Therefore, for example,when the value representing the immobilization status is set to “11”, itindicates that both of the EPB and the P-Lock apparatus are in theactivated state. When the value representing the immobilization statusis set to “00”, it indicates that both of the EPB and the P-Lockapparatus are in the deactivated state. When the value representing theimmobilization status is set to “10”, it indicates that the EPB is inthe activated state and the P-Lock apparatus is in the deactivatedstate. When the value representing the immobilization status is set to“01”, it indicates that the EPB is in the deactivated state and theP-Lock apparatus is in the activated state. When the immobilizationstatus is determined as being set to “11” (YES in S17), the processmakes transition to S18.

In S18, ADS 202 sets the acceleration command to zero. In this case,vehicle 10 is controlled to maintain the standstill state.

When the autonomous state has not been set to the autonomous mode (NO inS11), when the acceleration command does not have a value representingdeceleration (NO in S12), when the actual moving direction does notexhibit the standstill state (NO in S13), or when the wheel lock requestis not issued (NO in S14), this process ends. When the immobilizationstatus has not been set to “11” (NO in S17), the process returns to S17.

Processing performed by vehicle control interface 110 (morespecifically, VCIB 111) will now be described with reference to FIG. 4 .FIG. 4 is a flowchart showing exemplary processing performed in vehiclecontrol interface 110. Vehicle control interface 110 repeatedly performsprocessing as below, for example, every API execution cycle.

In S21, vehicle control interface 110 determines whether or not theimmobilization command is set to “Applied”. When the immobilizationcommand is determined as being set to “Applied” (YES in S21), theprocess makes transition to S22.

In S22, vehicle control interface 110 determines whether or not theactual moving direction of vehicle 10 exhibits the standstill state.When the actual moving direction of vehicle 10 is determined asexhibiting the standstill state (YES in S22), the process makestransition to S23.

In S23, vehicle control interface 110 carries out wheel lock control.Specifically, vehicle control interface 110 provides a control commandthat requests EPB system 123A to activate the EPB and provides a controlcommand that requests P-Lock system 123B to activate the P-Lockapparatus (a control command that requests for setting of the shiftrange to the P range).

In S24, vehicle control interface 110 determines whether or not wheellock control has been completed. When both of the EPB and P-Lock are inthe activated state, vehicle control interface 110 determines wheel lockcontrol as having been completed.

Vehicle control interface 110 may determine that the EPB is in theactivated state, for example, when a prescribed time period has elapsedsince it provided the control command requesting for activation of theEPB, or when an amount of activation of the actuator of the EPB hasexceeded a threshold value.

Similarly, vehicle control interface 110 may determine that the P-Lockapparatus is in the activated state, for example, when a prescribed timeperiod has elapsed since it provided the control command requesting foractivation of the P-Lock apparatus or when an amount of activation ofthe actuator of the P-Lock apparatus has exceeded a threshold value.When wheel lock control is determined as having been completed (YES inS24), the process makes transition to S25.

In S25, vehicle control interface 110 sets “11” as the immobilizationstatus. When the value representing the immobilization status has beenset to “11”, it indicates that both of the EPB and the P-Lock apparatusare in the activated state. Vehicle control interface 110 provides theset immobilization status as one of pieces of information included inthe vehicle state to ADS 202. When the actual moving direction isdetermined as not exhibiting the standstill state (NO in S22), theprocess makes transition to S26.

In S26, vehicle control interface 110 rejects the command. Specifically,vehicle control interface 110 rejects the command by not carrying outwheel lock control even though the immobilization command has been setto “Applied”. Vehicle control interface 110 may provide informationindicating that wheel lock control is not carried out to ADS 202.

When the immobilization command is determined as not being set to“Applied” (NO in S21), this process ends. When wheel lock control isdetermined as not having been completed (NO in S24), the process returnsto S24.

Processing performed in ADS 202 when a request for immobilization ofvehicle 10 is made will now be described with reference to FIG. 5 . FIG.5 is a flowchart showing exemplary processing performed in ADS 202 whena request for immobilization of vehicle 10 is made. ADS 202 repeatedlyperforms processing as below, for example, every API execution cycle.

In S31, ADS 202 determines whether or not the autonomous state has beenset to the autonomous mode. Since the method of determining whether ornot the autonomous state has been set to the autonomous mode is asdescribed above, detailed description thereof will not be repeated. Whenthe autonomous state is determined as having been set to the autonomousmode (YES in S31), the process makes transition to S32.

In S32, ADS 202 determines whether or not the immobilization command isset to “Applied” (that is, the request for immobilization of vehicle 10is made). When the immobilization command is determined as being set to“Applied” (YES in S32), the process makes transition to S33.

In S33, ADS 202 determines whether or not a wheel lock release requestis issued. For example, when the created driving plan includes a plan tohave the vehicle travel, ADS 202 determines that a wheel lock releaserequest is issued. When the wheel lock release request is determined asbeing issued (YES in S33), the process makes transition to S34.

In S34, ADS 202 determines whether or not the actual moving direction ofvehicle 10 exhibits the standstill state. Since the method ofdetermining whether or not the actual moving direction exhibits thestandstill state is as described above, detailed description thereofwill not be repeated. When the actual moving direction of vehicle 10 isdetermined as exhibiting the standstill state (YES in S34), the processmakes transition to S35.

In S35, ADS 202 sets the immobilization command to “Released”. VP 120 isrequested to release immobilization of vehicle 10. When theimmobilization command is set to “Released”, both of the EPB and theP-Lock apparatus are controlled to the deactivated state as will bedescribed later.

In S36, ADS 202 sets the acceleration command to zero. In this case,vehicle 10 is controlled to maintain the standstill state.

Processing performed by vehicle control interface 110 when a request forimmobilization of vehicle 10 is made will now be described withreference to FIG. 6 . FIG. 6 is a flowchart showing exemplary processingperformed in vehicle control interface 110 when a request forimmobilization of vehicle 10 is made. Vehicle control interface 110repeatedly performs processing as below, for example, every APIexecution cycle.

In S41, vehicle control interface 110 determines whether or not theimmobilization command is set to “Released”. When the immobilizationcommand is determined as being set to “Released” (YES in S41), theprocess makes transition to S42.

In S42, vehicle control interface 110 carries out wheel lock releasecontrol. Specifically, vehicle control interface 110 provides a controlcommand requesting EPB system 123A to deactivate the EPB and provides acontrol command requesting P-Lock system 123B to deactivate the P-Lockapparatus (for example, a control command requesting for setting of theshift range to a non-P range (for example, the N range, the D range, orthe R range)).

In S43, vehicle control interface 110 sets the immobilization status to“00”. When the value representing the immobilization status is set to“00”, it indicates that both of the EPB and the P-Lock apparatus are inthe deactivated state. Vehicle control interface 110 provides the setimmobilization status as one of pieces of information included in thevehicle state to ADS 202.

Operations by ADS 202, vehicle control interface 110, and VP 120 basedon the structure and the flowchart as set forth above will be describedwith reference to FIG. 7 . FIG. 7 is a timing chart for illustratingoperations by ADS 202, vehicle control interface 110, and VP 120. Theabscissa in FIG. 7 represents time. LN1 in FIG. 7 represents variationin longitudinal velocity. LN2 in FIG. 7 represents variation inacceleration command. LN3 in FIG. 7 represents variation in actualmoving direction. LN4 in FIG. 7 represents variation in immobilizationcommand. LN5 in FIG. 7 represents variation in immobilization status.LN6 in FIG. 7 represents variation in state of the EPB. LN7 in FIG. 7represents variation in state of the P-Lock apparatus.

For example, vehicle 10 during autonomous driving is assumed astraveling at a constant velocity as shown with LN1 in FIG. 7 . At thistime, a value representing the acceleration command is assumed to bezero as shown with LN2 in FIG. 7 . The actual moving direction isassumed as a forward travel direction as shown with LN3 in FIG. 7 . Theimmobilization command is assumed as having been set to “Released” asshown with LN4 in FIG. 7 . The immobilization status is assumed ashaving been set to “00” as shown with LN5 in FIG. 7 and the EPB and theP-Lock apparatus are both assumed as being in the deactivated state asshown with LN6 and LN7 in FIG. 7 .

When the driving plan created by ADS 202 includes a deceleration plan attime t1 as shown with LN2 in FIG. 7 , the acceleration command has avalue representing deceleration in accordance with the driving plan.Therefore, the longitudinal velocity starts to decrease from time t1 asshown with LN1 in FIG. 7 .

When the autonomous state has been set to the autonomous mode (YES inS11) and the acceleration command has the value representingdeceleration (YES in S12), whether or not the actual moving directionexhibits a standstill state is determined (S13).

When the longitudinal velocity attains to zero at time t2 as shown withLN1 in FIG. 7 , the actual moving direction exhibits the standstillstate as shown with LN3 in FIG. 7 .

When the actual moving direction exhibits the standstill state at timet3 (YES in S13) and a wheel lock request is issued (YES in S14), theimmobilization command is set to “Applied” as shown with LN4 in FIG. 7(S14). Then, constant deceleration value V1 is set as the accelerationcommand as shown with LN2 in FIG. 7 (S15).

When the immobilization command is set to “Applied” (YES in S21) and theactual moving direction exhibits the standstill state (YES in S22),wheel lock control is carried out (S23). The EPB and the P-Lockapparatus are thus both controlled to the activated state. As both ofthe EPB and the P-Lock apparatus enter the activated state as shown withLN6 and LN7 in FIG. 7 to complete wheel lock control (YES in S24), theimmobilization status is set to “11” as shown with LN5 in FIG. 7 (S25).

When the immobilization status is set to “11” at time t4 (YES in S16),the value of the acceleration command is set to zero.

When the autonomous state is set to the autonomous mode at time t5 (YESin S31) and the immobilization command is set to “Applied” (YES in S32),whether or not a wheel lock release request is issued is determined(S33).

When the driving plan created by ADS 202 includes a plan to releaseimmobilization of vehicle 10, a wheel lock release request is made inaccordance with the driving plan (YES in S33). Therefore, since theactual moving direction exhibits the standstill state as shown with LN3in FIG. 7 (YES in S34), the immobilization command is set to “Released”as shown with LN4 in FIG. 7 (S35). Then, constant deceleration value V1is set as the acceleration command as shown with LN2 in FIG. 7 (S36).

When the immobilization command is set to “Released” (YES in S41), wheellock release control is carried out (S42). Therefore, the EPB and theP-Lock apparatus are both controlled to the deactivated state as shownwith LN6 and LN7 in FIG. 7 and the immobilization status is set to “00”as shown with LN5 in FIG. 7 (S43).

As set forth above, according to vehicle 10 in the present embodiment,after the actual moving direction exhibits the standstill state, thewheels of vehicle 10 are fixed in response to the immobilizationcommand. Therefore, when vehicle 10 comes to a standstill, the wheelscan be fixed by the EPB and P-Lock at appropriate timing. Therefore, avehicle on which the autonomous driving system can be mounted, thevehicle fixing the wheels at appropriate timing during autonomousdriving, can be provided.

A request for value V1 (−0.4 m/s²) representing the acceleration commandis made until the immobilization command is set to “Applied”. Therefore,movement of vehicle 10 can be restricted for a period until vehicle 10is immobilized.

In releasing immobilization of vehicle 10, while vehicle 10 is in thestandstill state, a request for release of immobilization of vehicle 10is made in the immobilization command and a request for deceleration ismade in the acceleration command. Therefore, movement of vehicle 10 canbe restricted for a period until immobilization of vehicle 10 isreleased.

When a request for immobilization of vehicle 10 is made in theimmobilization command while vehicle 10 is traveling, the request isrejected. Therefore, immobilization (that is, wheel lock control) ofvehicle 10 while vehicle 10 is traveling can be suppressed.

When one of the request for immobilization of vehicle 10 and the requestfor release of immobilization of the vehicle is made in theimmobilization command, in parallel to that request, a request forconstant value V1 (−0.4 m/s²) is made in the acceleration command.Therefore, movement of vehicle 10 can be restricted for a period untilvehicle 10 is immobilized or immobilization of vehicle 10 is released.

When vehicle 10 has come to the standstill, by transmitting andreceiving various commands such as the acceleration command or theimmobilization command or the vehicle state such as the actual movingdirection between ADS 202 and VP 120 through vehicle control interface110, the wheels can be fixed by the EPB or the P-Lock apparatus atappropriate timing.

A modification will be described below.

In the embodiment described above, though VCIB 111 is described asperforming the processing shown in the flowchart in FIG. 4 and theprocessing shown in the flowchart in FIG. 6 , for example, VCIBs 111 and112 may perform the processing described above in coordination.

In the embodiment described above, though vehicle control interface 110is described as performing the processing shown in the flowchart in FIG.4 and the processing shown in the flowchart in FIG. 6 , for example,each system (specifically, EPB system 123A and P-Lock system 123B) to becontrolled by VP 120 may perform a part or the entirety of theprocessing described above.

The entirety or a part of the modification above may be carried out asbeing combined as appropriate.

Example 1

Toyota's MaaS Vehicle Platform

API Specification

for ADS Developers

[Standard Edition #0.1]

History of Revision

TABLE 1 Date of Revision ver. Summary of Revision Reviser 2019 May 4 0.1Creating a new material MaaS Business Div.

Index

1. Outline 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle 4    -   1.3. Definition of Term 4    -   1.4. Precaution for Handling 4

2. Structure 5

-   -   2.1. Overall Structure of MaaS 5    -   2.2. System structure of MaaS vehicle 6

3. Application Interfaces 7

-   -   3.1. Responsibility sharing of when using APIs 7    -   3.2. Typical usage of APIs 7    -   3.3. APIs for vehicle motion control 9        -   3.3.1. Functions 9        -   3.3.2. Inputs 16        -   3.3.3. Outputs 23    -   3.4. APIs for BODY control 45        -   3.4.1. Functions 45        -   3.4.2. Inputs 45        -   3.4.3. Outputs 56    -   3.5. APIs for Power control 68        -   3.5.1. Functions 68        -   3.5.2. Inputs 68        -   3.5.3. Outputs 69    -   3.6. APIs for Safety 70        -   3.6.1. Functions 70        -   3.6.2. Inputs 70        -   3.6.3. Outputs 70    -   3.7. APIs for Security 74        -   3.7.1. Functions 74        -   3.7.2. Inputs 74        -   3.7.3. Outputs 76    -   3.8. APIs for MaaS Service 80        -   3.8.1. Functions 80        -   3.8.2. Inputs 80        -   3.8.3. Outputs 80

1. Outline

1.1. Purpose of this Specification

This document is an API specification of Toyota Vehicle Platform andcontains the outline, the usage and the caveats of the applicationinterface.

1.2. Target Vehicle

e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle)manufactured by Toyota

1.3. Definition of Term

TABLE 2 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP's sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Structure

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 8).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. System Structure of MaaS Vehicle

The system architecture as a premise is shown (FIG. 9 ).

The target vehicle will adopt the physical architecture of using CAN forthe bus between ADS and VCIB. In order to realize each API in thisdocument, the CAN frames and the bit assignments are shown in the formof “bit assignment table” as a separate document.

3. Application Interfaces

3.1. Responsibility Sharing of when Using APIs

Basic responsibility sharing between ADS and vehicle VP is as followswhen using APIs.

[ADS]

The ADS should create the driving plan, and should indicate vehiclecontrol values to the VP.

[VP]

The Toyota VP should control each system of the VP based on indicationsfrom an ADS.

3.2. Typical Usage of APIs

In this section, typical usage of APIs is described.

CAN will be adopted as a communication line between ADS and VP.Therefore, basically, APIs should be executed every defined cycle timeof each API by ADS.

A typical workflow of ADS of when executing APIs is as follows (FIG. 10).

3.3. APIs for Vehicle Motion Control

In this section, the APIs for vehicle motion control which iscontrollable in the MaaS vehicle is described.

3.3.1. Functions

3.3.1.1. Standstill, Start Sequence

The transition to the standstill (immobility) mode and the vehicle startsequence are described. This function presupposes the vehicle is inAutonomy_State=Autonomous Mode. The request is rejected in other modes.

The below diagram shows an example.

Acceleration Command requests deceleration and stops the vehicle. Then,when Longitudinal_Velocity is confirmed as 0 [km/h], StandstillCommand=“Applied” is sent. After the brake hold control is finished,Standstill Status becomes “Applied”. Until then, Acceleration Commandhas to continue deceleration request. Either StandstillCommand=“Applied” or Acceleration Command's deceleration request werecanceled, the transition to the brake hold control will not happen.After that, the vehicle continues to be standstill as far as StandstillCommand=“Applied” is being sent. Acceleration Command can be set to 0(zero) during this period.

If the vehicle needs to start, the brake hold control is cancelled bysetting Standstill Command to “Released”. At the same time,acceleration/deceleration is controlled based on Acceleration Command(FIG. 11 ).

EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.

3.3.1.2. Direction Request Sequence

The shift change sequence is described. This function presupposes thatAutonomy_State=Autonomous Mode. Otherwise, the request is rejected.

Shift change happens only during Actual_Moving_Direction=“standstill”).Otherwise, the request is rejected.

In the following diagram shows an example. Acceleration Command requestsdeceleration and makes the vehicle stop. After Actual_Moving_Directionis set to “standstill”, any shift position can be requested byPropulsion Direction Command. (In the example below, “D”→“R”).

During shift change, Acceleration Command has to request deceleration.

After the shift change, acceleration/deceleration is controlled based onAcceleration Command value (FIG. 12 ).

3.3.1.3. WheelLock Sequence

The engagement and release of wheel lock is described. This functionpresupposes Autonomy_State=Autonomous Mode, otherwise the request isrejected.

This function is conductible only during vehicle is stopped.Acceleration Command requests deceleration and makes the vehicle stop.After Actual_Moving_Direction is set to “standstill”, WheelLock isengaged by Immobilization Command=“Applied”. Acceleration Command is setto Deceleration until Immobilization Status is set to “Applied”.

If release is desired, Immobilization Command=“Release” is requestedwhen the vehicle is stationary. Acceleration Command is set toDeceleration at that time.

After this, the vehicle is accelerated/decelerated based on AccelerationCommand value (FIG. 13 ).

3.3.1.4. Road_Wheel_Angle Request

This function presupposes Autonomy_State=“Autonomous Mode”, and therequest is rejected otherwise.

Tire Turning Angle Command is the relative value fromEstimated_Road_Wheel_Angle_Actual.

For example, in case that Estimated_Road_Wheel_Angle_Actual=0.1 [rad]while the vehicle is going straight;

If ADS requests to go straight ahead, Tire Turning Angle Command shouldbe set to 0+0.1=0.1 [rad].

If ADS requests to steer by −0.3 [rad], Tire Turning Angle Commandshould be set to −0.3+0.1=−0.2 [rad].

3.3.1.5. Rider Operation

3.3.1.5.1. Acceleration Pedal Operation

While in Autonomous driving mode, accelerator pedal stroke is eliminatedfrom the vehicle acceleration demand selection.

3.3.1.5.2. Brake Pedal Operation

The action when the brake pedal is operated. In the autonomy mode,target vehicle deceleration is the sum of 1) estimated deceleration fromthe brake pedal stroke and 2) deceleration request from AD system.

3.3.1.5.3. Shift_Lever_Operation

In Autonomous driving mode, driver operation of the shift lever is notreflected in Propulsion Direction Status.

If necessary, ADS confirms Propulsion Direction by Driver and changesshift position by using Propulsion Direction Command.

3.3.1.5.4. Steering Operation

When the Driver (Rider) Operates the Steering, the Maximum is Selectedfrom

1) the torque value estimated from driver operation angle, and

2) the torque value calculated from requested wheel angle.

Note that Tire Turning Angle Command is not accepted if the driverstrongly turns the steering wheel. The above-mentioned is determined bySteering_Wheel_Intervention flag.

3.3.2. Inputs

TABLE 3 Signal Name Description Redundancy Propulsion Direction Requestto switch between N/A Command forward (D range) and back (R range)Immobilization Request to engage/release Applied Command WheelLockStandstill Command Request to maintain stationary Applied AccelerationRequest to accelerate/decelerate Applied Command Tire Turning AngleRequest front wheel angle Applied Command Autonomization Request totransition between Applied Command manual mode and autonomy mode

3.3.2.1. Propulsion Direction Command

Request to Switch Between Forward (D Range) and Back (R Range)

Values

TABLE 4 value Description Remarks 0 No Request 2 R Shift to R range 4 DShift to D range other Reserved

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   D/R is changeable only the vehicle is stationary        (Actual_Moving_Direction=“standstill”).    -   The request while driving (moving) is rejected.    -   When system requests D/R shifting, Acceleration Command is sent        deceleration (−0.4 m/s²) simultaneously. (Only while brake is        applied.)    -   The request may not be accepted in following cases.    -   Direction_Control_Degradation_Modes=“Failure detected”

3.3.2.2. Immobilization Command

Request to Engage/Release WheelLock

Values

TABLE 5 value Description Remarks 0 No Request 1 Applied EPB is turnedon and TM shifts to P range 2 Released EPB is turned off and TM shiftsto the value of Propulsion Direction Command

Remarks

-   -   Available only when Autonomy_State=“Autonomous Mode”    -   Changeable only when the vehicle is stationary        (Actual_Moving_Direction=“standstill”)    -   The request is rejected when vehicle is running.    -   When Apply/Release mode change is requested, Acceleration        Command is set to deceleration (−0.4 m/s²). (Only while brake is        applied.)

3.3.2.3. Standstill Command

Request the Vehicle to be Stationary

Values

TABLE 6 value Description Remarks 0 No Request 1 Applied Standstill isrequested 2 Released

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Confirmed by Standstill Status=“Applied”    -   When the vehicle is stationary        (Actual_Moving_Direction=“standstill”), transition to Stand        Still is enabled.    -   Acceleration Command has to be continued until Standstill Status        becomes “Applied” and Acceleration Command's deceleration        request (−0.4 m/s²) should be continued.    -   There are more cases where the request is not accepted. Details        are T.B.D.

3.3.2.4. Acceleration Command

Command Vehicle Acceleration

Values

Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s²]

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Acceleration (+) and deceleration (−) request based on        Propulsion Direction Status direction    -   The upper/lower limit will vary based on        Estimated_Max_Decel_Capability and        Estimated_Max_Accel_Capability.    -   When acceleration more than Estimated_Max_Accel_Capability is        requested, the request is set to Estimated_Max_Accel_Capability.    -   When deceleration more than Estimated_Max_Decel_Capability is        requested, the request is set to Estimated_Max_Decel_Capability.    -   Depending on the accel/brake pedal stroke, the requested        acceleration may not be met. See 3.4.1.4 for more detail.    -   When Pre-Collision system is activated simultaneously, minimum        acceleration (maximum deceleration) is selected.

3.3.2.5. Tire Turning Angle Command

Command Tire Turning Angle

Values

TABLE 7 value Description Remarks — [unit: rad]

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   Available only when Autonomy_State=“Autonomous Mode”    -   The output of Estimated_Road_Wheel_Angle_Actual when the vehicle        is going straight, is set to the reference value (0).    -   This requests relative value of        Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1 for details)    -   The requested value is within        Current_Road_Wheel_Angle_Rate_Limit.    -   The requested value may not be fulfilled depending on the steer        angle by the driver.

3.3.2.6. Autonomization Command

Request to Transition Between Manual Mode and Autonomy Mode

Values

TABLE 8 value Description Remarks 00b No Request For Autonomy 01bRequest For Autonomy 10b Deactivation Request means transition requestto manual mode

-   -   The mode may be able not to be transitioned to Autonomy mode.        (e.g. In case that a failure occurs in the vehicle platform.)

3.3.3. Outputs

TABLE 9 Signal Name Description Redundancy Propulsion Direction StatusCurrent shift range N/A Propulsion Direction by Driver Shift leverposition by driver N/A Immobilization Status Output of EPB and Shift PApplied Immobilization Request by Driver EPB switch status by driver N/AStandstill Status Stand still status N/A Estimated_Coasting_RateEstimated vehicle deceleration when throttle is closed N/AEstimated_Max_Accel_Capability Estimated maximum acceleration AppliedEstimated_Max_Decel_Capability Estimated maximum deceleration AppliedEstimated_Road_Wheel_Angle_Actual Front wheel steer angle AppliedEstimated_Road_Wheel_Angle_Rate_Actual Front wheel steer angle rateApplied Steering_Wheel_Angle_Actual Steering wheel angle N/ASteering_Wheel_Angle_Rate_Actual Steering wheel angle rate N/ACurrent_Road_Wheel_Angle_Rate_Limit Road wheel angle rate limit AppliedEstimated_Max_Lateral_Acceleration_Capability Estimated max lateralacceleration Applied Estimated_Max_Lateral_Acceleration_Rate_CapabilityEstimated max lateral acceleration rate AppliedAccelerator_Pedal_Position Position of the accelerator pedal (How muchis the N/A pedal depressed?) Accelerator_Pedal_Intervention This signalshows whether the accelerator pedal is N/A depressed by a driver(intervention) Brake_Pedal_Position Position of the brake pedal (Howmuch is the pedal T.B.D. depressed?) Brake_Pedal_Intervention Thissignal shows whether the brake pedal is T.B.D. depressed by a driver(intervention) Steering_Wheel_Intervention This signal shows whether thesteering wheel is T.B.D. turned by a driver (intervention)Shift_Lever_Intervention This signal shows whether the shift lever iscontrolled T.B.D. by a driver (intervention) WheelSpeed_FL wheel speedvalue (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation directionof wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front RightWheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (FrontRight) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) AppliedWheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) AppliedWheelSpeed_RR wheel speed value (Rear Right Wheel) AppliedWheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) AppliedActual_Moving_Direction Moving direction of vehicle AppliedLongitudinal_Velocity Estimated longitudinal velocity of vehicle AppliedLongitudinal_Acceleration Estimated longitudinal acceleration of vehicleApplied Lateral_Acceleration Sensor value of lateral acceleration ofvehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_StateState of whether autonomy mode or manual mode Applied Autonomy_ReadySituation of whether the vehicle can transition to Applied autonomy modeor not Autonomy_Fault Status of whether the fault regarding afunctionality in Applied autonomy mode occurs or not

3.3.3.1. Propulsion Direction Status

Current Shift Range

Values

TABLE 10 value Description remarks 0 Reserved 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   When the shift range is indeterminate, this output is set to        “Invalid Value”.    -   When the vehicle becomes the following status during VO mode,        [Propulsion Direction Status] will turn to “P”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)        -   [1st_Left_Seat_Belt_Status]=Unbuckled        -   [1st_Left_Door_Open_Status]=Opened 3.3.3.2. Propulsion            Direction by Driver

Shift Lever Position by Driver Operation

Values

TABLE 11 value Description remarks 0 No Request 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   Output based on the lever position operated by driver    -   If the driver releases his hand of the shift lever, the lever        returns to the central position and the output is set as “No        Request”.    -   When the vehicle becomes the following status during NVO mode,        [Propulsion Direction by Driver] will turn to “1(P)”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)        -   [1st_Left_Seat_Belt_Status]=Unbuckled        -   [1st_Left_Door_Open_Status]=Opened

3.3.3.3. Immobilization Status

Output EPB and Shift-P Status

Values

<Primary>

TABLE 12 Value Shift EPB Description Remarks 0 0 Shift set to other thanP, and EPB Released 1 0 Shift set to P and EPB Released 0 1 Shift set toother than P, and EPB applied 1 1 Shift set to P and EPB Applied

<Secondary>

TABLE 13 Value Shift Description Remarks 0 0 Other than Shift P 1 0Shift P 0 1 Reserved 1 1 Reserved

Remarks

-   -   Secondary signal does not include EPB lock status.

3.3.3.4. Immobilization Request by Driver

Driver Operation of EPB Switch

Values

TABLE 14 value Description remarks 0 No Request 1 Engaged 2 Released 3Invalid value

Remarks

-   -   “Engaged” is outputted while the EPB switch is being pressed.    -   “Released” is outputted while the EPB switch is being pulled.

3.3.3.5. Standstill Status

Vehicle Stationary Status

Values

TABLE 15 Value Description remarks 0 Released 1 Applied 2 Reserved 3Invalid value

Remarks

-   -   When Standstill Status=Applied continues for 3 minutes, EPB is        activated.    -   If the vehicle is desired to start, ADS requests Standstill        Command=“Released”.

3.3.3.6. Estimated Coasting Rate

Estimated Vehicle Deceleration when Throttle is Closed

Values

[unit: m/s²]

Remarks

-   -   Estimated acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   When the Propulsion Direction Status is “D”, the acceleration to        the forward direction shows a positive value.    -   When the Propulsion Direction Status is “R”, the acceleration to        the reverse direction shows a positive value.

3.3.3.7. Estimated_Max_Accel_Capability

Estimated Maximum Acceleration

Values

[unit: m/s²]

Remarks

-   -   The acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   The direction decided by the shift position is considered to be        plus.

3.3.3.8. Estimated_Max_Decel_Capability

Estimated Maximum Deceleration

Values

-   -   −9.8 to 0 [unit: m/s²]

Remarks

-   -   Affected by Brake_System_Degradation_Modes. Details are T.B.D.    -   Based on vehicle state or road condition, cannot output in some        cases

3.3.3.9. Estimated_Road_Wheel_Angle_Actual

Front Wheel Steer Angle

Values

TABLE 16 value Description Remarks others [unit: rad] Minimum ValueInvalid value The sensor is invalid.

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual

Front Wheel Steer Angle Rate

Values

TABLE 17 value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).

3.3.3.11. Steering_Wheel_Angle_Actual

Steering Wheel Angle

Values

TABLE 18 Value Description Remarks others [unit: rad] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   The steering angle converted from the steering assist motor        angle    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.12. Steering_Wheel_Angle_Rate_Actual

Steering Wheel Angle Rate

Values

TABLE 19 Value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   The steering angle rate converted from the steering assist motor        angle rate

3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit

Road Wheel Angle Rate Limit

Values

-   -   When stopped: 0.4 [rad/s]    -   While running: Show “Remarks”

Remarks

Calculated from the “Vehicle Speed−Steering Angle Rate” Chart Like Below

A) At a very low speed or stopped situation, use fixed value of 0.4[rad/s]

B) At a higher speed, the steering angle rate is calculated from thevehicle speed using 2.94 m/s³

The threshold speed between A and B is 10 [km/h] (FIG. 14 ).

3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability

Estimated Max Lateral Acceleration

Values

2.94 [unit: m/s²] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 m/s².

3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability

Estimated Max Lateral Acceleration Rate

Values

2.94 [unit: m/s³] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 in/s³.

3.3.3.16. Accelerator_Pedal_Position

Position of the Accelerator Pedal (how Much is the Pedal Depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In order not to change the acceleration openness suddenly, this        signal is filtered by smoothing process.    -   In normal condition        -   The accelerator position signal after zero point calibration            is transmitted.    -   In failure condition        -   Transmitted failsafe value (0×FF)

3.3.3.17. Accelerator_Pedal_Intervention

This Signal Shows Whether the Accelerator Pedal is Depressed by a Driver(intervention).

Values

TABLE 20 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy acceleration

Remarks

-   -   When Accelerator Pedal_Position is higher than the defined        threshold value (ACCL_INTV), this signal [Accelerator Pedal        Intervention] will turn to “depressed”.

When the requested acceleration from depressed acceleration pedal ishigher than the requested acceleration from system (ADS, PCS etc.), thissignal will turn to “Beyond autonomy acceleration”.

-   -   During NVO mode, accelerator request will be rejected.        Therefore, this signal will not turn to “2”.

Detail design (FIG. 15 )

3.3.3.18. Brake_Pedal_Position

Position of the Brake Pedal (how Much is the Pedal Depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In the brake pedal position sensor failure:        -   Transmitted failsafe value (0xFF)    -   Due to assembling error, this value might be beyond 100%.

3.3.3.19. Brake_Pedal_Intervention

This Signal Shows Whether the Brake Pedal is Depressed by a Driver(Intervention).

Values

TABLE 21 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy deceleration

Remarks

-   -   When Brake_Pedal_Position is higher than the defined threshold        value (BRK_INTV), this signal [Brake_Pedal_Intervention] will        turn to “depressed”.    -   When the requested deceleration from depressed brake pedal is        higher than the requested deceleration from system (ADS, PCS        etc.), this signal will turn to “Beyond autonomy deceleration”.

Detail design (FIG. 16 )

3.3.3.20. Steering_Wheel_Intervention

This Signal Shows Whether the Steering Wheel is Turned by a Driver(Intervention).

Values

TABLE 22 Value Description Remarks 0 Not turned 1 Turned collaborativelyDriver steering torque + steering motor torque 2 Turned by human driver

Remarks

-   -   In “Steering_Wheel_Intervention=1”, considering the human        driver's intent, EPS system will drive the steering with the        Human driver collaboratively.    -   In “Steering_Wheel_Intervention=2”, considering the human        driver's intent, EPS system will reject the steering requirement        from autonomous driving kit. (The steering will be driven the        human driver.)

3.3.3.21. Shift_Lever_Intervention

This Signal Shows Whether the Shift Lever is Controlled by a Driver(Intervention).

Values

TABLE 23 Value Description Remarks 0 OFF 1 ON Controlled (moved to anyshift position)

Remarks

-   -   N/A

3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR

Wheel Speed Value

Values

TABLE 24 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   T.B.D.

3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation,WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation

Rotation Direction of Each Wheel

Values

TABLE 25 value Description remarks 0 Forward 1 Reverse 2 Reserved 3Invalid value The sensor is invalid.

Remarks

-   -   After activation of ECU, until the rotation direction is fixed,        “Forward” is set to this signal.    -   When detected continuously 2 (two) pulses with the same        direction, the rotation direction will be fixed.

3.3.3.24. Actual_Moving_Direction

Rotation Direction of Wheel

Values

TABLE 26 value Description remarks 0 Forward 1 Reverse 2 Standstill 3Undefined

Remarks

-   -   This signal shows “Standstill” when four wheel speed values are        “0” during a constant time.    -   When other than above, this signal will be determined by the        majority rule of four WheelSpeed_Rotations.

When more than two WheelSpeed_Rotations are “Reverse”, this signal shows“Reverse”

-   -   When more than two WheelSpeed_Rotations are “Forward”, this        signal shows “Forward”.    -   When “Forward” and “Reverse” are the same counts, this signal        shows “Undefined”.

3.3.3.25. Longitudinal_Velocity

Estimated Longitudinal Velocity of Vehicle

Values

TABLE 27 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   This signal is output as the absolute value.

3.3.3.26. Longitudinal_Acceleration

Estimated Longitudinal Acceleration of Vehicle

Values

TABLE 28 value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   This signal will be calculated with wheel speed sensor and        acceleration sensor.    -   When the vehicle is driven at a constant velocity on the flat        road, this signal shows “0”.

3.3.3.27. Lateral Acceleration

Sensor Value of Lateral Acceleration of Vehicle

Values

TABLE 29 Value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.28. Yawrate

Sensor Value of Yaw Rate

Values

TABLE 30 Value Description Remarks others Yaw rate [unit: deg/s] MinimumValue Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.29. Autonomy_State

State of Whether Autonomy Mode or Manual Mode

Values

TABLE 31 value Description Remarks 00 Manual Mode The mode starts fromManual mode. 01 Autonomous Mode

Remarks

-   -   The initial state is the Manual mode. (When Ready ON, the        vehicle will start from the Manual mode.)

3.3.3.30. Autonomy Ready

Situation of Whether the Vehicle can Transition to Autonomy Mode or not

Values

TABLE 32 value Description Remarks 00b Not Ready For Autonomy 01b ReadyFor Autonomy 11b Invalid means the status is not determined.

Remarks

-   -   This signal is a part of transition conditions toward the        Autonomy mode.

Please see the summary of conditions.

3.3.3.31. Autonomy_Fault

Status of Whether the Fault Regarding a Functionality in Autonomy ModeOccurs or not

Values

TABLE 33 value Description Remarks 00b No fault 01b Fault 11b Invalidmeans the status is not determined.

Remarks

-   -   [T.B.D.] Please see the other material regarding the fault codes        of a functionality in autonomy mode.    -   [T.B.D.] Need to consider the condition to release the status of        “fault”.

3.4. APIs for BODY Control

3.4.1. Functions

T.B.D.

3.4.2. Inputs

TABLE 34 Signal Name Description Redundancy Turnsignallight_Mode_CommandCommand to control the turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Command Command to control the headlight mode of N/A thevehicle platform Hazardlight_Mode_Command Command to control thehazardlight mode N/A of the vehicle platform Horn_Pattern_CommandCommand to control the pattern of horn N/A ON-time and OFF-time percycle of the vehicle platform Horn_Number_of_Cycle_Command Command tocontrol the Number of horn N/A ON/OFF cycle of the vehicle platformHorn_Continuous_Command Command to control of horn ON of the N/A vehicleplatform Windshieldwiper_Mode_Front_Command Command to control the frontwindshield N/A wiper of the vehicle platformWindshieldwiper_Intermittent_Wiping_Speed_Command Command to control theWindshield wiper N/A actuation interval at the Intermittent modeWindshieldwiper_Mode_Rear_Command Command to control the rear windshieldN/A wiper mode of the vehicle platform Hvac_1st_Command Command tostart/stop 1st row air N/A conditioning control Hvac_2nd_Command Commandto start/stop 2nd row air N/A conditioning controlHvac_TargetTemperature_1st_Left_Command Command to set the targettemperature N/A around front left areaHvac_TargetTemperature_1st_Right_Command Command to set the targettemperature N/A around front right areaHvac_TargetTemperature_2nd_Left_Command Command to set the targettemperature N/A around rear left areaHvac_TargetTemperature_2nd_Right_Command Command to set the targettemperature N/A around rear right area Hvac_Fan_Level_1st_Row_CommandCommand to set the fan level on the front N/A ACHvac_Fan_Level_2nd_Row_Command Command to set the fan level on the rearN/A AC Hvac_1st_Row_AirOutlet_Mode_Command Command to set the mode of1st row air N/A outlet Hvac_2nd_Row_AirOutlet_Mode_Command Command toset the mode of 2nd row air N/A outlet Hvac_Recirculate_Command Commandto set the air recirculation mode N/A Hvac_AC_Command Command to set theAC mode N/A

3.4.2.1. Turnsignallight_Mode_Command

Command to Control the Turnsignallight Mode of the Vehicle Platform

Values

TABLE 35 value Description remarks 0 OFF Blinker OFF 1 Right Rightblinker ON 2 Left Left blinker ON 3 reserved

Remarks

T.B.D.

Detailed Design

When Turnsignallight_Mode_Command=1, vehicle platform sends left blinkeron request.

When Turnsignallight_Mode_Command=2, vehicle platform sends rightblinker on request.

3.4.2.2. Headlight_Mode_Command

Command to Control the Headlight Mode of the Vehicle Platform

Values

TABLE 36 Value Description remarks 0 No Request Keep current mode 1 TAILmode request side lamp mode 2 HEAD mode request Lo mode 3 AUTO moderequest 4 HI mode request 5 OFF Mode Request 6-7 reserved

Remarks

-   -   This command is valid when Headlight_Driver_Input=OFF or Auto        mode ON.    -   Driver input overrides this command.    -   Headlight mode changes when Vehicle platform receives once this        command.

3.4.2.3. Hazardlight Mode Command

Command to Control the Hazardlight Mode of the Vehicle Platform

Values

TABLE 37 value Description remarks 0 OFF command for hazardlight OFF 1ON command for hazardlight ON

Remarks

-   -   Driver input overrides this command.    -   Hazardlight is active during Vehicle Platform receives ON        command.

3.4.2.4. Horn Pattern Command

Command to Control the Pattern of Horn ON-Time and OFF-Time Per Cycle ofthe Vehicle Platform

Values

TABLE 38 value Description remarks 0 No request 1 Pattern 1 ON-time: 250ms OFF-time: 750 ms 2 Pattern 2 ON-time: 500 ms OFF-time: 500 ms 3Pattern 3 reserved 4 Pattern 4 reserved 5 Pattern 5 reserved 6 Pattern 6reserved 7 Pattern 7 Reserved

Remarks

-   -   Pattern 1 is assumed to use single short ON, Pattern 2 is        assumed to use ON-OFF repeating.    -   Detail is under internal discussion.

3.4.2.5. Horn_Number_of_Cycle_Command

Command to Control the Number of Horn ON/OFF Cycle of the VehiclePlatform

Values

0˜7 [-]

Remarks

-   -   Detail is under internal discussion.

3.4.2.6. Horn_Continuous_Command

Command to Control of Horn ON of the Vehicle Platform

Values

TABLE 39 value Description remarks 0 No request 1 ON request

Remarks

-   -   This command overrides Horn_Pattern_Command,        Horn_Number_of_Cycle_Command.    -   Horn is active during Vehicle Platform receives ON command.    -   Detail is under internal discussion.

3.4.2.7. Windshieldwiper_Mode_Front_Command

Command to Control the Front Windshield Wiper of the Vehicle Platform

Values

TABLE 40 value Description remarks 0 OFF mode request 1 Lo mode request2 Hi mode request 3 Intermittent mode request 4 Auto mode request 5 Mistmode request One-Time Wiping 6, 7 Reserved

Remarks

-   -   This command is under internal discussion the timing of valid.    -   This command is valid when        Windshieldwiper_Front_Driver_Input=OFF or Auto mode ON.    -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.

3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command

Command to Control the Windshield Wiper Actuation Interval at theIntermittent Mode

Values

TABLE 41 value Description remarks 0 FAST 1 SECOND FAST 2 THIRD FAST 3SLOW

Remarks

-   -   This command is valid when        Windshieldwiper_Mode_Front_Status=INT.    -   Driver input overrides this command.    -   Windshieldwiper intermittent mode changes when Vehicle platform        receives once this command.

3.4.2.9. Windshieldwiper_Mode_Rear_Command

Command to Control the Rear Windshield Wiper Mode of the VehiclePlatform

Values

TABLE 42 value Description Remarks 0 OFF mode request 1 Lo mode request2 reserved 3 Intermittent mode request 4-7 reserved

Remarks

-   -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.    -   Wiping speed of intermittent mode is not variable.

3.4.2.10. Hvac_1st_Command

Command to Start/Stop 1st Row Air Conditioning Control

Values

TABLE 43 value Description Remarks 00 No request 01 ON means turning the1st air conditioning control to ON 02 OFF means turning the 1st airconditioning control to OFF

Remarks

-   -   The hvac of S-AM has a synchronization functionality.

Therefore, in order to control 4 (four) hvacs (1st_left/right,2nd_left/right) individually, VCIB achieves the following procedureafter Ready-ON. (This functionality will be implemented from the CV.)

#1: Hvac_1st_Command=ON

#2: Hvac_2nd_Command=ON

#3: Hvac_TargetTemperature_2nd_Left_Command

#4: Hvac_TargetTemperature_2nd_Right_Command

#5: Hvac_Fan_Level_2nd_Row_Command

#6: Hvac_2nd_Row_AirOutlet_Mode_Command

#7: Hvac_TargetTemperature_1st_Left_Command

#8: Hvac_TargetTemperature_1st_Right_Command

#9: Hvac_Fan_Level_1st_Row_Command

#10: Hvac_1st_Row_AirOutlet_Mode_Command

* The interval between each command needs 200 ms or more.

* Other commands are able to be executed after #1.

3.4.2.11. Hvac_2nd_Command

Command to Start/Stop 2nd Row Air Conditioning Control

Values

TABLE 44 value Description Remarks 00 No request 01 ON means turning the2nd air conditioning control to ON 02 OFF means turning the 2nd airconditioning control to OFF

Remarks

-   -   N/A

3.4.2.12. Hvac_TargetTemperature_1st_Left_Command

Command to Set the Target Temperature Around Front Left Area

Values

TABLE 45 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.13. Hvac_TargetTemperature_1st_Right_Command

Command to Set the Target Temperature Around Front Right Area

Values

TABLE 46 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command

Command to Set the Target Temperature Around Rear Left Area

Values

TABLE 47 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.15. Hvac_TargetTemperature_2nd_Right_Command

Command to Set the Target Temperature Around Rear Right Area

Values

TABLE 48 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.16. Hvac_Fan_Level_1st_Row_Command

Command to Set the Fan Level on the Front AC

Values

TABLE 49 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_1st_Command=OFF”.    -   If you would like to turn the fan level to AUTO, you should        transmit “Hvac_1st_Command=ON”.

3.4.2.17. Hvac_Fan_Level_2nd_Row_Command

Command to Set the Fan Level on the Rear AC

Values

TABLE 50 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_2nd_Command=OFF”.    -   If you would like to turn the fan level to AUTO, you should        transmit “Hvac_2nd_Command=ON”.

3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command

Command to Set the Mode of 1st Row Air Outlet

Values

TABLE 51 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet. 100b F/D Air flows to the feet and thewindshield defogger operates

Remarks

-   -   N/A

3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to Set the Mode of2nd Row Air Outlet

Values

TABLE 52 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet.

Remarks

-   -   N/A

3.4.2.20. Hvac_Recirculate_Command

Command to Set the Air Recirculation Mode

Values

TABLE 53 value Description Remarks 00 No request 01 ON means turning theair recirculation mode ON 02 OFF means turning the air recirculationmode OFF

Remarks

-   -   N/A

3.4.2.21. Hvac_AC_Command

Command to Set the AC Mode

Values

TABLE 54 value Description remarks 00 No request 01 ON means turning theAC mode ON 02 OFF means turning the AC mode OFF

Remarks

-   -   N/A

3.4.3. Outputs

TABLE 55 Signal Name Description Redundancy Turnsignallight_Mode_StatusStatus of the current turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Status Status of the current headlight mode N/A of thevehicle platform Hazardlight_Mode_Status Status of the currenthazardlight N/A mode of the vehicle platform Horn_Status Status of thecurrent horn of the N/A vehicle platformWindshieldwiper_Mode_Front_Status Status of the current front windshieldN/A wiper mode of the vehicle platform Windshieldwiper_Mode_Rear_StatusStatus of the current rear windshield N/A wiper mode of the vehicleplatform Hvac_1^(st)_Status Status of activation of the 1^(st) row N/AHVAC Hvac_2^(nd)_Status Status of activation of the 2^(nd) row N/A HVACHvac_Temperature_1^(st)_Left_Status Status of set temperature of 1^(st)row N/A left Hvac_Temperature_1^(st)_Right_Status Status of settemperature of 1^(st) row N/A right Hvac_Temperature_2^(nd)_Left_StatusStatus of set temperature of 2^(nd) row N/A leftHvac_Temperature_2^(nd)_Right_Status Status of set temperature of 2^(nd)row N/A right Hvac_Fan_Level_1^(st)_Row_Status Status of set fan levelof 1^(st) row N/A Hvac_Fan_Level_2^(nd)_Row_Status Status of set fanlevel of 2^(nd) row N/A Hvac_1st_Row_AirOutlet_Mode_Status Status ofmode of 1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Status Statusof mode of 2nd row air outlet N/A Hvac_Recirculate_Status Status of setair recirculation mode N/A Hvac_AC_Status Status of set AC mode N/A1st_Right_Seat_Occupancy_Status Seat occupancy status in 1st left — seat1st_Left_Seat_Belt_Status Status of driver's seat belt buckle — switch1st_Right_Seat_Belt_Status Status of passenger's seat belt — buckleswitch 2nd_Left_Seat_Belt_Status Seat belt buckle switch status in 2nd —left seat 2nd_Right_Seat_Belt_Status Seat belt buckle switch status in2nd — right seat

3.4.3.1. Turnsignallight_Mode_Status

Status of the Current Turnsignallight Mode of the Vehicle Platform

Values

TABLE 56 value Description Remarks 0 OFF Turn lamp = OFF 1 Left Turnlamp L = ON (flashing) 2 Right Turn lamp R = ON (flashing) 3 invalid

Remarks

-   -   At the time of the disconnection detection of the turn lamp,        state is ON.    -   At the time of the short detection of the turn lamp, State is        OFF.

3.4.3.2. Headlight_Mode_Status

Status of the Current Headlight Mode of the Vehicle Platform

Values

TABLE 57 Value Description Remarks 0 OFF 1 TAIL 2 Lo 3 reserved 4 Hi 5-6reserved 7 invalid

Remarks

N/A

Detailed Design

-   -   At the time of tail signal ON, Vehicle Platform sends 1.    -   At the time of Lo signal ON, Vehicle Platform sends 2.    -   At the time of Hi signal ON, Vehicle Platform sends 4.    -   At the time of any signal above OFF, Vehicle Platform sends 0.

3.4.3.3. Hazardlight_Mode_Status

Status of the Current Hazard Lamp Mode of the Vehicle Platform

Values

TABLE 58 Value Description Remarks 0 OFF Hazard lamp = OFF 1 HazardHazard lamp = ON (flashing) 2 reserved 3 invalid

Remarks

N/A

3.4.3.4. Horn Status

Status of the Current Horn of the Vehicle Platform

Values

TABLE 59 Value Description Remarks 0 OFF 1 ON 2 reserved (unsupport) 3invalid (unsupport)

Remarks

-   -   cannot detect any failure.    -   Vehicle platform sends “1” during Horn_Pattern_Command is        active, if the horn is OFF.

3.4.3.5. Windshieldwiper_Mode_Front_Status

Status of the Current Front Windshield Wiper Mode of the VehiclePlatform

Values

TABLE 60 Value Description Remarks 0 OFF Front wiper stopped 1 Lo Frontwiper being active in LO mode (also including being active in MIST,being active in coordination with washer, and being wiping at speedother than HI) 2 Hi Front wiper being active in HI mode 3 INT Frontwiper being active in INT mode (also including motor stop while beingactive in INT mode and being active in INT mode owing to vehicle speedchange function) 4-5 reserved 6 fail Front wiper failed 7 invalid

TABLE 61 Value Description Remarks 0 OFF Front wiper is stopped. 1 LoFront wiper is in LO mode (include in MIST mode, operation with washer,Medium speed). 2 Hi Front wiper is in HI mode. 3 INT Front wiper is inINT mode (include motor stopped between INT mode, INT operation ofvehicle speed change function). 4-5 reserved 6 fail Front wiper is fail.7 invalid

Remarks

Fail Mode Conditions

-   -   detect signal discontinuity    -   cannot detect except the above failure.

3.4.3.6. Windshieldwiper_Mode_Rear_Status

Status of the Current Rear Windshield Wiper Mode of the Vehicle Platform

Values

TABLE 62 Value Description Remarks 0 OFF Rear wiper stopped 1 Lo Rearwiper being in LO mode 2 reserved 3 INT Rear wiper being in INT mode 4-5reserved 6 fail Rear wiper failed 7 invalid

Remarks

-   -   cannot detect any failure.

3.4.3.7. Hvac_1st_Status

Status of Activation of the 1st Row HVAC

Values

TABLE 63 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.8. Hvac_2nd_Status

Status of Activation of the 2nd Row HVAC

Values

TABLE 64 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.9. Hvac_Temperature_1st_Left_Status

Status of Set Temperature of 1st Row Left

Values

TABLE 65 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.10. Hvac_Temperature_1st_Right_Status

Status of Set Temperature of 1st Row Right

Values

TABLE 66 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A 3.4.3.11. Hvac_Temperature_2nd_Left_Status

Status of Set Temperature of 2nd Row Left

Values

TABLE 67 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.12. Hvac_Temperature_2nd_Right_Status

Status of Set Temperature of 2nd Row Right

Values

TABLE 68 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.13. Hvac_Fan_Level_1st_Row_Status

Status of Set Fan Level of 1st Row

Values

TABLE 69 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.14. Hvac_Fan_Level_2nd_Row_Status

Status of Set Fan Level of 2nd Row

Values

TABLE 70 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status

Status of Mode of 1st Row Air Outlet

Values

TABLE 71 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 100b F/D Air flows to thefeet and the windshield defogger operates 101b DEF The windshielddefogger operates 111b Undefined

Remarks

-   -   N/A

3.4.3.16. Hvac_2nd_Row_AirOutlet_Mode_Status

Status of Mode of 2nd Row Air Outlet

Values

TABLE 72 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 111b Undefined

Remarks

-   -   N/A

3.4.3.17. Hvac_Recirculate_Status

Status of Set Air Recirculation Mode

Values

TABLE 73 value Description remarks 00 OFF means that the airrecirculation mode is OFF 01 ON means that the air recirculation mode isON

Remarks

-   -   N/A

3.4.3.18. Hvac_AC_Status

Status of Set AC Mode

Values

TABLE 74 value Description remarks 00 OFF means that the AC mode is OFF01 ON means that the AC mode is ON

Remarks

-   -   N/A

3.4.3.19. 1st_Right_Seat_Occupancy_Status

Seat Occupancy Status in 1st Left Seat

Values

TABLE 75 value Description remarks 0 Not occupied 1 Occupied 2 UndecidedIG OFF or signal from sensor being lost 3 Failed

Remarks

When there is luggage on the seat, this signal may be set to “Occupied”.

3.4.3.20. 1st_Left_Seat_Belt_Status

Status of Driver's Seat Belt Buckle Switch

Values

TABLE 76 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Driver's seat belt buckle switch status signal is not set,        [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

-   -   The judgement result of buckling/unbuckling shall be transferred        to CAN transmission buffer within 1.3 s after IG_ON or before        allowing firing, whichever is earlier.

3.4.3.21. 1st_Right_Seat_Belt_Status

Status of Passenger's Seat Belt Buckle Switch

Values

TABLE 77 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Passenger's seat belt buckle switch status signal is not        set, [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

The judgement result of buckling/unbuckling shall be transferred to CANtransmission buffer within 1.3 s after IG_ON or before allowing firing,whichever is earlier.

3.4.3.22. 2nd_Left_Seat_Belt_Status

Seat Belt Buckle Switch Status in 2nd Left Seat

Values

TABLE 78 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect sensor failure.

3.4.3.23. 2nd_Right_Seat_Belt_Status

Seat Belt Buckle Switch Status in 2nd Right Seat

Values

TABLE 79 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect any failure.

3.5. APIs for Power Control

3.5.1. Functions

T.B.D.

3.5.2. Inputs

TABLE 80 Signal Name Description Redundancy Power_Mode_Request Commandto control the power N/A mode of the vehicle platform

3.5.2.1. Power_Mode_Request

Command to Control the Power Mode of the Vehicle Platform

Values

TABLE 81 Value Description Remarks 00 No request 01 Sleep means “ReadyOFF” 02 Wake means that VCIB turns ON 03 Resd Reserved for dataexpansion 04 Resd Reserved for data expansion 05 Resd Reserved for dataexpansion 06 Driving Mode means “Ready ON”

Remarks

-   -   Regarding “wake”, let us share how to achieve this signal on the        CAN. (See the other material) Basically, it is based on        “ISO11989-2:2016”. Also, this signal should not be a simple        value. Anyway, please see the other material.

This API will reject the next request for a certain time [4000 ms] afterreceiving a request.

The followings are the explanation of the three power modes, i.e.[Sleep][Wake][Driving Mode], which are controllable via API.

[Sleep]

Vehicle power off condition. In this mode, the high voltage battery doesnot supply power, and neither VCIB nor other VP ECUs are activated.

[Wake]

VCIB is awake by the low voltage battery. In this mode, ECUs other thanVCIB are not awake except for some of the body electrical ECUs.

[Driving Mode]

Ready ON mode. In this mode, the high voltage battery supplies power tothe whole VP and all the VP ECUs including VCIB are awake.

3.5.3. Outputs

TABLE 82 Signal Name Description Redundancy Power_Mode_Status Status ofthe current power N/A mode of the vehicle platform

3.5.3.1. Power_Mode_Status

Status of the Current Power Mode of the Vehicle Platform

Values

TABLE 83 Value Description Remarks 00 Resd Reserved for same data alignas mode request 01 Sleep means “Ready OFF” 02 Wake means that the onlyVCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved fordata expansion 05 Resd Reserved for data expansion 06 Driving Mode means“Ready ON” 07 unknown means unhealthy situation would occur

Remarks

-   -   VCIB will transmit [Sleep] as Power_Mode_Status continuously for        3000 [ms] after executing the sleep sequence. And then, VCIB        will be shutdown.

3.6. APIs for Safety

3.6.1. Functions

T.B.D.

3.6.2. Inputs

TABLE 84 Signal Name Description Redundancy T.B.D.

3.6.3. Outputs

TABLE 85 Signal Name Description Redundancy Request for OperationRequest for operation according to status of vehicle platform toward ADSPassive_Safety_Functions_Triggered Collision detection signal —Brake_System_Degradation_Modes Indicates AppliedBrake_System_Degradation_Modes Propulsive_System_Degradation_ModesIndicates N/A Propulsive_System_Degradation_ModesDirection_Control_Degradation_Modes Indicates N/ADirection_Control_Degradation_Modes WheelLock_Control_Degradation_ModesIndicates Applied WheelLock_Control_Degradation_ModesSteering_System_Degradation_Modes Indicates AppliedSteering_System_Degradation_Modes Power_System_Degradation_ModesIndicates Applied Power_System_Degradation_ModesCommunication_Degradation_Modes

3.6.3.1. Request for Operation

Request for Operation According to Status of Vehicle Platform Toward ADS

Values

TABLE 86 value Description remarks 0 No request 1 Need maintenance 2Need back to garage 3 Need stopping safely immediately Others Reserved

Remarks

-   -   T.B.D

3.6.3.2. Passive Safety Functions Triggered

Crash Detection Signal

Values

TABLE 87 value Description remarks 0 Normal 5 Crash Detection (airbag) 6Crash Detection (high voltage circuit is shut off) 7 Invalid ValueOthers Reserved

Remarks

-   -   When the event of crash detection is generated, the signal is        transmitted 50 consecutive times every 100 [ms]. If the crash        detection state changes before the signal transmission is        completed, the high signal of priority is transmitted.

Priority: Crash Detection>Normal

-   -   Transmits for 5 s regardless of ordinary response at crash,        because the vehicle breakdown judgment system shall send a        voltage OFF request for 5 s or less after crash in HV vehicle.

Transmission interval is 100 ms within fuel cutoff motion delayallowance time (1 s) so that data can be transmitted more than 5 times.In this case, an instantaneous power interruption is taken into account.

3.6.3.3. Brake_System_Degradation_Modes

Indicate Brake_System Status

Values

TABLE 88 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.4. Propulsive_System_Degradation_Modes

Indicate Powertrain System Status

Values

TABLE 89 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.5. Direction_Control_Degradation_Modes

Indicate Direction_Control status

Values

TABLE 90 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.    -   When the Failure is detected, Propulsion Direction Command is        refused.

3.6.3.6. WheelLock_Control_Degradation_Modes

Indicate WheelLock_Control Status

Values

TABLE 91 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   Primary indicates EPB status, and Secondary indicates SBW        indicates.    -   When the Failure is detected, Safe stop is moved.

3.6.3.7. Steering_System_Degradation_Modes

Indicate Steering_System Status

Values

TABLE 92 value Description remarks 0 Normal — 1 Failure detected — 2Stationary steering Temporary lowering in performance not possible dueto high temperature or the like

Remarks

-   -   When the Failure are detected, Safe stop is moved.

3.6.3.8. Power_System_Degradation_Modes

[T.B.D]

3.6.3.9. Communication Degradation_Modes

[T.B.D]

3.7. APIs for Security

3.7.1. Functions

T.B.D.

3.7.2. Inputs

TABLE 93 Signal Name Description Redundancy 1st_Left_Door_Lock_CommandCommand to control each door N/A 1st_Right_Door_Lock_Command lock of thevehicle platform N/A 2nd_Left_Door_Lock_Command Lock command supportsonly N/A 2nd_Right_Door_Lock_Command ALL Door Lock. N/A Unlock commandsupports 1st-left Door unlock only, and ALL Door unlock. Trunk DoorLock/unlock command include in ALL Door lock/unlockCentral_Vehicle_Lock_Exterior_Command Command to control the all doorN/A lock of the vehicle platform

3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command,2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command

Command to Control Each Door Lock of the Vehicle Platform

Values

TABLE 94 Value Description Remarks 0 No Request 1 Lock (unsupported) 2Unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.2.2. Central_Vehicle_Lock_Exterior_Command

Command to Control the all Door Lock of the Vehicle Platform.

Values

TABLE 95 Value Description Remarks 0 No Request 1 Lock (all) includetrunk lock 2 Unlock (all) include trunk unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.3. Outputs

TABLE 96 Signal Name Description Redundancy 1st_Left_Door_Lock_StatusStatus of the current 1st-left door N/A lock mode of the vehicleplatform 1st_Right_Door_Lock_Status Status of the current 1st-right doorN/A lock mode of the vehicle platform 2nd_Left_Door_Lock_Status Statusof the current 2nd-left door N/A lock mode of the vehicle platform2nd_Right_Door_Lock_Status Status of the current 2nd-right door N/A lockmode of the vehicle platform Central_Vehicle_Exterior_Locked_StatusStatus of the current all door lock N/A mode of the vehicle platformVehicle_Alarm_Status Status of the current vehicle alarm N/A of thevehicle platform

3.7.3.1. 1st_Left_Door_Lock_Status

Status of the Current 1st-Left Door Lock Mode of the Vehicle Platform

Values

TABLE 97 value Description Remarks 0 reserved 1 Locked D seat locked 2Unlocked D seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.2. 1st_Right_Door_Lock_Status

Status of the Current 1st-Right Door Lock Mode of the Vehicle Platform

Values

TABLE 98 value Description remarks 0 reserved 1 Locked P seat locked 2Unlocked P seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.3. 2nd_Left_Door_Lock_Status

Status of the Current 2nd-Left Door Lock Mode of the Vehicle Platform

Values

TABLE 99 Value Description remarks 0 Reserved 1 Locked RL seat locked 2Unlocked RL seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.4. 2nd_Right_Door_Lock_Status

Status of the Current 2nd-Right Door Lock Mode of the Vehicle Platform

Values

TABLE 100 value Description remarks 0 reserved 1 Locked RR seat locked 2Unlocked RR seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.5. Central_Vehicle_Exterior_Locked_Status

Status of the Current all Door Lock Mode of the Vehicle Platform

Values

TABLE 101 value Description remarks 0 Reserved (unsupport) 1 All Locked(unsupport) 2 Anything Unlocked (unsupport) 3 invalid (unsupport)

Remarks

-   -   Vehicle platform refers to each door lock status,    -   in case any door unlocked, sends 0.    -   in case all door locked, sends 1.

3.7.3.6. Vehicle_Alarm_Status

Status of the Current Vehicle Alarm of the Vehicle Platform

Values

TABLE 102 Value Description remarks 0 Disarmed Auto alarm system notactive 1 Armed Auto alarm system active • not on alert 2 Active Autoalarm system active • on alert 3 invalid

Remarks

N/A

3.8. APIs for MaaS Service

3.8.1. Functions

T.B.D.

3.8.2. Inputs

TABLE 105 Date of Revision ver. Summary of Revision Reviser 2019 Nov. 40.1 Creating a new material MaaS Business Div.

3.8.3. Outputs

TABLE 103 Signal Name Description Redundancy T.B.D.

Example 2

Toyota's MaaS Vehicle Platform

Architecture Specification

[Standard Edition #0.1]

History of Revision

TABLE 104 Signal Name Description Redundancy T.B.D.

Index

1. General Concept 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle Type 4    -   1.3. Target Electronic Platform 4    -   1.4. Definition of Term 4    -   1.5. Precaution for Handling 4    -   1.6. Overall Structure of MaaS 4    -   1.7. Adopted Development Process 6    -   1.8. ODD (Operational Design Domain) 6

2. Safety Concept 7

-   -   2.1. Outline 7    -   2.2. Hazard analysis and risk assessment 7    -   2.3. Allocation of safety requirements 8    -   2.4. Redundancy 8

3. Security Concept 10

-   -   3.1. Outline 10    -   3.2. Assumed Risks 10    -   3.3. Countermeasure for the risks 10        -   3.3.1. The countermeasure for a remote attack 11        -   3.3.2. The countermeasure for a modification 11    -   3.4. Addressing Held Data Information 11    -   3.5. Addressing Vulnerability 11    -   3.6. Contract with Operation Entity 11

4. System Architecture 12

-   -   4.1. Outline 12    -   4.2. Physical LAN architecture (in-Vehicle) 12    -   4.3. Power Supply Structure 14

5. Function Allocation 15

-   -   5.1. in a healthy situation 15    -   5.2. in a single failure 16

6. Data Collection 18

-   -   6.1. At event 18    -   6.2. Constantly 18

1. General Concept

1.1. Purpose of this Specification

This document is an architecture specification of Toyota's MaaS VehiclePlatform and contains the outline of system in vehicle level.

1.2. Target Vehicle Type

This specification is applied to the Toyota vehicles with the electronicplatform called 19ePF [ver.1 and ver.2].

The representative vehicle with 19ePF is shown as follows.

e-Palette, Sienna, RAV4, and so on.

1.3. Definition of Term

TABLE 106 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP's sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Architectural Concept

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 17).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. Outline of System Architecture on the Vehicle

The system architecture on the vehicle as a premise is shown (FIG. 18 ).

The target vehicle of this document will adopt the physical architectureof using CAN for the bus between ADS and VCIB. In order to realize eachAPI in this document, the CAN frames and the bit assignments are shownin the form of “bit assignment chart” as a separate document.

2.3. Outline of Power Supply Architecture on the Vehicle

The power supply architecture as a premise is shown as follows (FIG. 19).

The blue colored parts are provided from an ADS provider. And the orangecolored parts are provided from the VP.

The power structure for ADS is isolate from the power structure for VP.Also, the ADS provider should install a redundant power structureisolated from the VP.

3. Safety Concept

3.1. Overall Safety Concept

The basic safety concept is shown as follows.

The strategy of bringing the vehicle to a safe stop when a failureoccurs is shown as follows (FIG. 20 ).

1. After occurrence of a failure, the entire vehicle executes “detectinga failure” and “correcting an impact of failure” and then achieves thesafety state 1.

2. Obeying the instructions from the ADS, the entire vehicle stops in asafe space at a safe speed (assumed less than 0.2 G).

However, depending on a situation, the entire vehicle should happen adeceleration more than the above deceleration if needed.

3. After stopping, in order to prevent slipping down, the entire vehicleachieves the safety state 2 by activating the immobilization system.

TABLE 107 category content Precondition Only one single failure at atime across the entire integrated vehicle. (Multiple failures are notcovered) After the initial single failure, no other failure isanticipated in the duration in which the functionality is maintained.Responsibility In case of a single failure, the integrated vehicleshould for the vehicle maintain the necessary functionality for safetystop. platform until The functionality should be maintained for 15(fifteen) safety state 2 seconds. Basic [For ADS] Responsibility The ADSshould create the driving plan, and should Sharing indicate vehiclecontrol values to the VP. [For Toyota vehicle platform] The Toyota VPshould control each system of the VP based on indications from the ADS.

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

3.2. Redundancy

The redundant functionalities with Toyota's MaaS vehicle are shown.

Toyota's Vehicle Platform has the following redundant functionalities tomeet the safety goals led from the functional safety analysis.

Redundant Braking

Any single failure on the Braking System doesn't cause loss of brakingfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the braking system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Steering

Any single failure on the Steering System doesn't cause loss of steeringfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the steering system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Immobilization

Toyota's MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB.Therefore, any single failure of immobilization system doesn't causeloss of the immobilization capability. However, in the case of failure,maximum stationary slope angle is less steep than when the systems arehealthy.

Redundant Power

Any single failure on the Power Supply System doesn't cause loss ofpower supply functionality. However, in case of the primary powerfailure, the secondary power supply system keeps supplying power to thelimited systems for a certain time.

Redundant Communication

Any single failure on the Communication System doesn't cause loss of allthe communication functionality. System which needs redundancy hasphysical redundant communication lines. For more detail information, seethe chapter “Physical LAN architecture (in-Vehicle)”.

4. Security Concept

4.1. Outline

Regarding security, Toyota's MaaS vehicle adopts the security documentissued by Toyota as an upper document.

4.2. Assumed Risks

The entire risk includes not only the risks assumed on the base e-PF butalso the risks assumed for the Autono-MaaS vehicle.

The entire risk is shown as follows.

[Remote Attack]

-   -   To vehicle        -   Spoofing the center        -   ECU Software Alternation        -   DoS Attack        -   Sniffering    -   From vehicle        -   Spoofing the other vehicle        -   Software Alternation for a center or an ECU on the other            vehicle        -   DoS Attack to a center or other vehicle        -   Uploading illegal data

[Modification]

-   -   Illegal Reprogramming    -   Setting up an illegal ADK    -   Installation of an unauthenticated product by a customer

4.3. Countermeasure for the Risks

The countermeasure of the above assumed risks is shown as follows.

4.3.1. The Countermeasure for a Remote Attack

The countermeasure for a remote attack is shown as follows.

Since the autonomous driving kit communicates with the center of theoperation entity, end-to-end security should be ensured. Since afunction to provide a travel control instruction is performed,multi-layered protection in the autonomous driving kit is required. Usea secure microcomputer or a security chip in the autonomous driving kitand provide sufficient security measures as the first layer againstaccess from the outside. Use another secure microcomputer and anothersecurity chip to provide security as the second layer. (Multi-layeredprotection in the autonomous driving kit including protection as thefirst layer to prevent direct entry from the outside and protection asthe second layer as the layer below the former)

4.3.2. The Countermeasure for a Modification

The countermeasure for a modification is shown as follows.

For measures against a counterfeit autonomous driving kit, deviceauthentication and message authentication are carried out. In storing akey, measures against tampering should be provided and a key set ischanged for each pair of a vehicle and an autonomous driving kit.Alternatively, the contract should stipulate that the operation entityexercise sufficient management so as not to allow attachment of anunauthorized kit. For measures against attachment of an unauthorizedproduct by an Autono-MaaS vehicle user, the contract should stipulatethat the operation entity exercise management not to allow attachment ofan unauthorized kit.

In application to actual vehicles, conduct credible threat analysistogether, and measures for addressing most recent vulnerability of theautonomous driving kit at the time of LO should be completed.

5. Function Allocation

5.1. In a Healthy Situation

The allocation of representative functionalities is shown as below (FIG.21 ).

[Function Allocation]

TABLE 108 Function category Function name Related to # remarks PlanningPlan for driving path 0 Calculating control 0 e.g. longitudinal Gindications Overall API Pub/Sub 1 One system with redundancy SecurityAutonomy Driving Kit 1 One system with Authentication redundancy Message1 One system with Authentication redundancy Door locking control 8Longitudinal/Lateral Motion control 2 (Primary), 3 (Secondary)Propulsion control 4 Braking control 2, 3 Two units controlled accordingto deceleration requirement Steering control 5 One system withredundancy Immobilization control 2 (EPB), 6 (P Lock) Shift control 6Power supply Secondary battery 7 control Vehicle power control 10  Formore information, see the API specification. Access/Comfort Body control8 Turn signal, Headlight, Window, etc. HVAC control 9 Data Data logging(at event) 1 Data logging 1 (constantly)

5.2. In a Single Failure

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

Though embodiments of the present disclosure have been described above,it should be understood that the embodiments disclosed herein areillustrative and non-restrictive in every respect. The scope of thepresent invention is defined by the terms of the claims and is intendedto include any modifications within the scope and meaning equivalent tothe terms of the claims.

What is claimed is:
 1. A vehicle on which an autonomous driving systemis mountable, the vehicle comprising: a vehicle platform that carriesout vehicle control in accordance with a command from the autonomousdriving system; and a vehicle control interface that interfaces betweenthe autonomous driving system and the vehicle platform, wherein a firstcommand that requests for an acceleration value or a deceleration valueand a second command that requests for immobilization of the vehicle aretransmitted from the autonomous driving system to the vehicle platformthrough the vehicle control interface, a signal indicating a standstillstate of the vehicle is transmitted from the vehicle platform to theautonomous driving system through the vehicle control interface, andwhen a request for deceleration is made to the vehicle platform in thefirst command, the vehicle platform transmits the signal to theautonomous driving system at time when the vehicle comes to astandstill, and the vehicle platform immobilizes the vehicle in responseto the second command received after transmission of the signal, andwherein a request for a constant deceleration value is made in the firstcommand until a request for immobilization of the vehicle is made in thesecond command, an object to be controlled by the first command isdifferent from an object to be controlled by the second command, theobject to be controlled by the second command includes an electricparking brake and a P-Lock device, and the acceleration required by thesecond command becomes zero when both the electric parking brake and theP-Lock device are activated.
 2. The vehicle according to claim 1,wherein a value that represents the first command is set to −0.4 m/s².3. The vehicle according to claim 1, wherein in releasing immobilizationof the vehicle, a request for release of immobilization of the vehicleis made in the second command and a request for deceleration is made inthe first command while the vehicle is in a standstill.
 4. The vehicleaccording to claim 1, wherein when a request for immobilization of thevehicle is made in the second command while the vehicle is traveling,the request is rejected.
 5. The vehicle according to claim 1, whereinwhen one of a request for immobilization of the vehicle and a requestfor release of immobilization of the vehicle is made, in parallel tothat request, a request for a constant deceleration value is made in thefirst command.
 6. The vehicle according to claim 5, wherein a value thatrepresents the first command is set to −0.4 m/s².
 7. A method ofcontrolling a vehicle on which an autonomous driving system ismountable, the vehicle including a vehicle platform that carries outvehicle control in accordance with a command from the autonomous drivingsystem and a vehicle control interface that interfaces between theautonomous driving system and the vehicle platform, the methodcomprising: transmitting a first command that requests for anacceleration value or a deceleration value and a second command thatrequests for immobilization of the vehicle from the autonomous drivingsystem to the vehicle platform through the vehicle control interface;transmitting a signal indicating a standstill state of the vehicle fromthe vehicle platform to the autonomous driving system through thevehicle control interface; transmitting, by the vehicle platform, when arequest for deceleration is made to the vehicle platform in the firstcommand the signal to the autonomous driving system at time when thevehicle comes to a standstill; and immobilizing, by the vehicleplatform, the vehicle in response to the second command received aftertransmission of the signal, wherein the method further comprises makinga request for a constant deceleration value in the first command until arequest for immobilization of the vehicle is made in the second command,an object to be controlled by the first command is different from anobject to be controlled by the second command, the object to becontrolled by the second command includes an electric parking brake anda P-Lock device, and the acceleration required by the second commandbecomes zero when both the electric parking brake and the P-Lock deviceare activated.
 8. The method of controlling a vehicle according to claim7, wherein a value that represents the first command is set to −0.4m/s².
 9. The method of controlling a vehicle according to claim 7,further comprising, in releasing immobilization of the vehicle, making arequest for release of immobilization of the vehicle in the secondcommand and making a request for deceleration in the first command whilethe vehicle is in a standstill.
 10. The method of controlling a vehicleaccording to claim 7, further comprising rejecting, when a request forimmobilization of the vehicle is made in the second command while thevehicle is traveling, the request.
 11. The method of controlling avehicle according to claim 7, further comprising making, when one of arequest for immobilization of the vehicle and a request for release ofimmobilization of the vehicle is made, in parallel to that request, arequest for a constant deceleration value in the first command.
 12. Themethod of controlling a vehicle according to claim 11, wherein a valuethat represents the first command is set to −0.4 m/s².